03 Fleet Instruction Manual Update

FLEET INSTRUCTION
MANUAL
<STRICTLY CONFIDENTIAL>
SAFETY SYSTEM
FULFILLING THE REQUIREMENTS OF IMO’s – ISM CODE FOR THE
SAFE OPERATION OF SHIPS AND POLLUTION PREVENTION WHERE
APPLICABLE
BRAVE ROYAL SHIP

MANAGEMENT (BD) LIMITED.
“KabirManzil”, Sheikh Mujib Road, Agrabad, Chittagong – 4100, Bangladesh.
Phone: 880-31-711501-4, 880-31-715222, 880-31-711223
Fax: 880-31-710542
E-mail: [email protected]
<NO PART OF THIS MANUAL MAY BE REPRODUCED IN ANY

FORM WITHOUT THE PRIOR PERMISSION OF THE TOP MANAGEMENT>
MANUAL CONTROL
MANUAL NUMBER 26 (a) MASTER
ISSUE NO 01
ISSUED BY D.P.A.
ISSUE DATE 18-07-2010
CONTROLLED
ISSUED BY APPROVED BY
BRAVE ROYAL SHIP MANAGEMENT (BD) LIMITED.
Issue No: 10
Issue Date: 01-01-2017
Issued By: D. P. A.
Page: 1 of 1
FLEET INSTRUCTION MANUAL – FIM
Issue Section Index
10 - List of Forms, Checklist, Manuals & Document Control

09 0 Revision List
1 1 Introduction
1 2 Responsibilities
1 3 Preparations for Sea
1 4 Shipboard Operations – Deck
1 5 Shipboard Operations – Engine Room
1 6 Operations at Sea – Navigation
1 7 Operations at Sea – Machinery
1 8 Passage Plan for Arrival
1 9 Operations in Port
1 10 Cargo
1 11 Maintenance
Issue No: 10
Issued By: D. P. A.
Page: 1 of 9
1. LIST OF SHIPBOARD AND COMPANY FORMS
Doc. No. Title
BRSML/FORM-01-R0 SAFETY AND ENVIRONMENTAL PROTECTION POLICY
BRSML/FORM-02-R0 DRUG AND ALCOHOL POLICY
BRSML/FORM-03-R0 APPLICATION FORM
BRSML/FORM-04-R0 PROTOCOL OF HANDING OVER COMMAND OF VESSEL
BRSML/FORM-05-R0 PROTOCOL OF HANDING OVER CHARGE IN ENGINE ROOM
BRSML/FORM-06-R0 CONFIDENTIAL REPORT
BRSML/FORM-07-R2 TRAINING PLAN (SHIPBOARD)
BRSML/FORM-08-R1 TRAINING PLAN ( SHORE-STAFF)
BRSML/FORM-09-R0 PERSONAL TRAINING RECORD
BRSML/FORM-10-R0 SHIPBOARD S.M.S. REVIEW REPORT
BRSML/FORM-11-R0 COMPANY S.M.S. REVIEW MEETING REPORT
BRSML/FORM-12-R0 SHIPBOARD SAFETY COMMITTEE MEETING REVIEW REPORT
BRSML/FORM-13-R0 COMPANY SAFETY COMMITTEE REVIEW MEETING REPORT
BRSML/FORM-14-R1 INTERNAL SAFETY AUDIT SCHEDULE
BRSML/FORM-15-R1 INTERNAL AUDITOR SCHEDULE
BRSML/FORM-16-R0 INTERNAL AUDIT REPORT
BRSML/FORM-17-R1 NON CONFORMITY REPORT
BRSML/FORM-18-R0 CORRECTIVE ACTION REQUEST
BRSML/FORM-19-R3 CONTINGENCY PLAN DRILL SCHEDULE
BRSML/FORM-20-R0 SHIP BOARD EMERGENCY REPORT FORM
BRSML/FORM-21-R0 RESPONSIBILITY IN EMERGENCY STATION
BRSML/FORM-22-R0 NEXT OF KIN LIST
BRSML/FORM-23-R2 WORKING HOURS RECORD
BRSML/FORM-24-R0 NOTICE OF READINESS
BRSML/FORM-25-R0 DEAD FREIGHT CLAIM
BRSML/FORM-26-R0 STEVEDORE DAMAGE CLAIM
BRSML/FORM-27-R1 ENTRY INTO ENCLOSED SPACE PERMIT
BRSML/FORM-28-R0 HOT WORK PERMIT
BRSML/FORM-29-R5 DOCUMENT STATUS LIST
BRSML/FORM-30-R0 MONTHLY INSPECTION REPORT
BRSML/FORM-31-R0 YEARLY VESSEL INSPECTION REPORT
BRSML/FORM-32-R0 TESTING OF CRITICAL EQUIPMENT REPORT ( DECK / RADIO DEPT.)
BRSML/FORM-33-R0 TESTING OF CRITICAL EQUIPMENT REPORT ( ENG. DEPT.)
BRSML/FORM-34-R0 MAINTENANCE / REPAIR CARRIED OUT
BRSML/FORM-35-R0 OVERHAULING REPORT FORM ( ENGINE DEPT.)
BRSML/FORM-36-R0 MAIN ENGINE INSPECTION REPORT
BRSML/FORM-37-R0 MAIN ENGINE PISTON RING GROVE AND RING WEAR REPORT
BRSML/FORM-38-R0 MAIN ENGINE – CYLINDER LINER GAUGING REPORT
BRSML/FORM-39-R0 GENERATOR – CYLINDER LINER GAUGING REPORT
BRSML/FORM-40-R0 GENERATOR – PISTON RING CLEARANCE REPORT
BRSML/FORM-41-R0 GENERATOR – CRANK SHAFT GAUGING REPORT
BRSML/FORM-42-R0 INSPECTION AND INSULATION RECORDS OF GENERATORS AND ELECTORIC MOTORS
BRSML/FORM-43-R0 MONTHLY REPORT OF OPERATING HOURS AND INSPECTIONS OF VESSEL’S MACHINERY
BRSML/FORM-44-R1 ENGINE LOG ABSTRACT
BRSML/FORM-45-R1 PLANNED MAINTENANCE SCHEDULE & RECORD (DK)
BRSML/FORM-46-R1 SHORE REPAIR FORM
BRSML/FORM-47-R0 SPECIAL / CONTINUOUS SURVEY OF HULL / MACHINERY REPORT
BRSML/FORM-48-R1 STORE REQUISITION FORM
BRSML/FORM-49-R1 SPARE REQUISITION FORM
BRSML/FORM-50-R0 INVENTORY REPORT OF STORE / SPARE
BRSML/FORM-51-R0 DECK LOG ABSTRACT
BRSML/FORM-52-R0 NOTATION SHEET
BRSML/FORM-53-R0 NOTATION SHEET
BRSML/FORM-54-R0 RISK ASSESSMENT
BRSML/FORM-55-R1 MONTHLY SHIP TO OFFICE CORRESPONDENCE
BRSML/FORM-56-RO MASTER’S LETTER OF AUTHORITY TO SIGN BILLS OF LADING
BRSML/FORM-57-RO DEFECT REPORT
BRSML/FORM-58-RO REMOVAL/RECEIPT REPORT
BRSML/FORM-59-R1 TRADING/MAJOR CERTIFICATES
Issue No: 10
Issued By: D. P. A.
Page: 2 of 9
2. LIST OF SHIPBOARD AND COMPANY CHECKLISTS
Doc. No. Title
BRSML/CKL-01-R1 SHIP FAMILIARISATION – CHECK LIST
BRSML/CKL-02-R0 PASSAGE PLAN - BRIDGE CHECK LIST
BRSML/CKL-02A-R0 PASSAGE PLAN
BRSML/CKL-03-R0 PREPARATION FOR SEA - BRIDGE CHECK LIST
BRSML/CKL-04-R1 GEAR TEST - DEPARTURE / ARRIVAL BRIDGE CHECK LIST
BRSML/CKL-05-R0 PREPARATION FOR ARRIVAL IN PORT – BRIDGE CHECK LIST
BRSML/CKL-06-R0 EMBARKATION / DISEMBARKATION OF PILOT - BRIDGE CHECK LIST
BRSML/CKL-07-R0 SHORE TO SHIP – MASTER / PILOT INFORMATION EXCHANGE – BRIDGE CHECK LIST
BRSML/CKL-08-R0 SHIP TO SHORE – MASTER / PILOT INFORMATION EXCHANGE – BRIDGE CHECK LIST
BRSML/CKL-09-R0 CHANGING OVER THE WATCH -BRIDGE CHECK LIST
BRSML/CKL-10-R0 NAVIGATION, COASTAL WATERS /TRAFFIC SEPARATION SCHEMES -BRIDGE CHECK LIST
BRSML/CKL-11-R0 ANCHOR WATCH – BRIDGE CHECK LIST
BRSML/CKL-12-R0 RESTRICTED VISIBILITY – BRIDGE CHECK LIST
BRSML/CKL-13-R0 NAVIGATION IN HEAVY WEATHER OR IN TROPICAL STORM - BRIDGE CHECK LIST
BRSML/CKL-14-R0 DAILY TEST AND CHECKS – BRIDGE CHECK LIST
BRSML/CKL-15-R0 NAVIGATION DEEP SEA
BRSML/CKL-16-R0 ENGINE ROOM ARRIVAL/DEPARTURE – CHECK LIST
BRSML/CKL-17-R0 ENGINE ROOM CHANGE OVER WATCH – CHECK LIST
BRSML/CKL-18-R0 BUNKERING CHECK LIST
BRSML/CKL-19-R0 FUEL TRANSFER-CHECK LIST
BRSML/CKL-20-R1 ENTRY INTO ENCLOSED SPACES - CHECK LIST
BRSML/CKL-21-R0 HOT WORK – CHECK LIST
BRSML/CKL-22-R0 STOWAWAY SEARCH CHECK LIST
BRSML/CKL-41-R0 ECDIS WATCH HANDOVER
BRSML/CKL-42-R0 ECDIS CREW TO CREW HOTO
SHIPBOARD CONTINGENCY PLAN CHECKLIST
BRSML/CKL-23-R0 PROPULSION/STEERING/POWER FAILURE – CHECKLIST
BRSML/CKL-24-R0 COLLISION – CHECKLIST
BRSML/CKL-25-R0 GROUNDING – CHECKLIST
BRSML/CKL-26-R0 FIRE – CHECK LIST
BRSML/CKL-27-R0 ABANDON SHIP – CHECK LIST
BRSML/CKL-28-R0 MAN OVERBOARD – CHECK LIST
BRSML/CKL-29-R0 PERSONNEL INJURY OR ILLNESS - CHECK LIST
BRSML/CKL-30-R0 HELICOPTER/MEDIVAC OPERATIONS – CHECKLIST
BRSML/CKL-31-R0 PIRATE ATTACK CHECK LIST
BRSML/CKL-32-R0 SALVAGE OWN SHIP
BRSML/CKL-33-R0 OIL POLLUTION – CHECKLIST
BRSML/CKL-34-R0 FLOODING – CHECK LIST
BRSML/CKL-35-R0 STRIKING SUBMERGED OBJECT - CHECKLIST
BRSML/CKL-36-R0 CARGO SHIFTING CHECK LIST
BRSML/CKL-37-R0 SHORE – BASED CONTINGENCY PLAN-CHECKLIST (FOR OFFICE)
BRSML/CKL-38-R2 SEASTAFF RECRUITMENT CHECKLIST
BRSML/CKL-39-R0 INTERNAL SAFETY AUDIT CHECKLIST
BRSML/CKL-40-R0 SHIP SHORE SAFETY CHECKLIST FOR LOADING&UNLOADING DRY BULK.
3. LIST OF MANUALS
Copy No. Title Issue. Issue. date Held by/ File no.
no.
MASTER SAFETY MANAGEMENT MANUAL 01 18-07-2010 DPA
1 SAFETY MANAGEMENT MANUAL 01 18-07-2010 OFFICE
2a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER, JAHAN MONI
2b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E, JAHAN MONI
3 SAFETY MANAGEMENT MANUAL 01 18-07-2010 GERMANISCHER LLOYD
4a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER – JAHAN BROTHERS
4b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E- JAHAN BROTHERS
5a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER – SHAHRIAR JAHAN
5b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E – SHAHRIAR JAHAN
Issue No: 10
Issued By: D. P. A.
Page: 3 of 9
6a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER- MAA SALEHA BEGUM

6b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E MAA SALEHA BEGUM
7a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER- MAA SAMUDA KHATUN
7b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E- MAA SAMUDA KHATUN
8a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER- FATEMA JAHAN
8b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E- FATEMA JAHAN
9a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER – SARWAR JAHAN
9b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E – SARWAR JAHAN
10a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER – KHADIZA JAHAN
10b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E – KHADIZA JAHAN
11a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER – JAHAN SISTERS
11b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E – JAHAN SISTERS
12a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER – JAHAN
12b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E– JAHAN
13a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER – AISHA SARWAR
13b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E– AISHA SARWAR
14a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER - ABDULLAH
14b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E - ABDULLAH
15a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER -AMMAR
15b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E - AMMAR
16a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER-KHADEEJAH JAHAN
16b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E-KHADEEJAH JAHAN
17a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER-FATEMA JAHAN
17b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E-FATEMA JAHAN
18a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER-SHAHRIAR JAHAN
18b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E-SHAHRIAR JAHAN
19a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER-SARWAR JAHAN
19b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E-SARWAR JAHAN
20a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER-MAA SALEHA BEGUM
20b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E-MAA SALEHA BEGUM
21a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER-JAHAN MONI
21b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E-JAHAN MONI
22a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER-SAMIR
22b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E-SAMIR
23a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER-ZUHAYR
23b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E-ZUHAYR
24a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER-JAHAN BROTHERS
24b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E-JAHAN BROTHERS
25a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER-JAWAD
25b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E-JAWAD
26a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER-NAFISA JAHAN
26b SAFETY MANAGEMENT MANUAL 01 18-07-2010 C/E-NAFISA JAHAN
MASTER COMPANY PROCEDURE MANUAL 01 18-07-2010 DPA
1 COMPANY PROCEDURE MANUAL 01 18-07-2010 OFFICE
2a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER, JAHAN MONI
2b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E, JAHAN MONI
3 COMPANY PROCEDURE MANUAL 01 18-07-2010 GERMANISCHER LLOYD
4a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER – JAHAN BROTHERS
4b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E- JAHAN BROTHERS
5a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER – SHAHRIAR JAHAN
5b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E – SHAHRIAR JAHAN
6a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER- MAA SALEHA BEGUM
6b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E MAA SALEHA BEGUM
7a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER- MAA SAMUDA KHATUN
7b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E -MAA SAMUDA KHATUN
8a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER- FATEMA JAHAN
8b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E- FATEMA JAHAN
9a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER – SARWAR JAHAN
9b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E – SARWAR JAHAN
10a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER – KHADIZA JAHAN
10b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E – KHADIZA JAHAN
11a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER – JAHAN SISTERS
11b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E – JAHAN SISTERS
Issue No: 10
Issued By: D. P. A.
Page: 4 of 9
12a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER – JAHAN

12b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E – JAHAN
13a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER – AISHA SARWAR
13b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E – AISHA SARWAR
14a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER - ABDULLAH
14b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E - ABDULLAH
15a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER - AMMAR
15b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E - AMMAR
16a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER-KHADEEJAH JAHAN
16b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E-KHADEEJAH JAHAN
17a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER-FATEMA JAHAN
17b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E-FATEMA JAHAN
18a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER-SHAHRIAR JAHAN
18b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E-SHAHRIAR JAHAN
19a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER-SARWAR JAHAN
19b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E-SARWAR JAHAN
20a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER-MAA SALEHA BEGUM
20b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E-MAA SALEHA BEGUM
21a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER-JAHAN MONI
21b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E-JAHAN MONI
22a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER-SAMIR
22b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E-SAMIR
23a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER-ZUHAYR
23b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E-ZUHAYR
24a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER-JAHAN BROTHERS
24b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E-JAHAN BROTHERS
25a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER-JAWAD
25b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E-JAWAD
26a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER-NAFISA JAHAN
26b COMPANY PROCEDURE MANUAL 01 18-07-2010 C/E-NAFISA JAHAN
MASTER FLEET INSTRUCTIONS MANUAL 01 18-07-2010 DPA
1 FLEET INSTRUCTIONS MANUAL 01 18-07-2010 OFFICE
2a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER, JAHAN MONI
2b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E, JAHAN MONI
3 FLEET INSTRUCTIONS MANUAL 01 18-07-2010 GERMANISCHER LLOYD
4a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER – JAHAN BROTHERS
4b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E- JAHAN BROTHERS
5a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER – SHAHRIAR JAHAN
5b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E – SHAHRIAR JAHAN
6a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER- MAA SALEHA BEGUM
6b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E- MAA SALEHA BEGUM
7a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER- MAA SAMUDA KHATUN
7b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E- MAA SAMUDA KHATUN
8a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER- FATEMA JAHAN
8b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E- FATEMA JAHAN
9a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER – SARWAR JAHAN
9b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E – SARWAR JAHAN
10a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER – KHADIZA JAHAN
10b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E – KHADIZA JAHAN
11a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER – JAHAN SISTERS
11b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E – JAHAN SISTERS
12a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER – JAHAN
12b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E – JAHAN
13a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER – AISHA SARWAR
13b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E – AISHA SARWAR
14a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER - ABDULLAH
14b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E - ABDULLAH
15a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER - AMMAR
15b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E - AMMAR
16a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER-KHADEEJAH JAHAN
16b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E-KHADEEJAH JAHAN
17a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER-FATEMA JAHAN
17b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E-FATEMA JAHAN
18a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER-SHAHRIAR JAHAN
18b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E-SHAHRIAR JAHAN
19a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER-SARWAR JAHAN
Issue No: 10
Issued By: D. P. A.
Page: 5 of 9
19b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E-SARWAR JAHAN

20a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER-MAA SALEHA BEGUM
20b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E-MAA SALEHA BEGUM
21a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER-JAHAN MONI
21b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E-JAHAN MONI
22a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER-SAMIR
22b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E-SAMIR
23a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER-ZUHAYR
23b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E-ZUHAYR
24a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER-JAHAN BROTHERS
24b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E-JAHAN BROTHERS
25a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER-JAWAD
25b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E-JAWAD
26a FLEET INSTRUCTIONS MANUAL 01 18-07-2010 MASTER-NAFISA JAHAN
26b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E-NAFISA JAHAN
MASTER SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 DPA
1 SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 OFFICE
2a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER, JAHAN MONI
2b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E, JAHAN MONI
3 SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 GERMANISCHER LLOYD
4a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER – JAHAN BROTHERS
4b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E- JAHAN BROTHERS
5a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER – SHAHRIAR JAHAN
5b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E – SHAHRIAR JAHAN
6a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER- MAA SALEHA BEGUM
6b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E MAA SALEHA BEGUM
7a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER- MAA SAMUDA KHATUN
7b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E- MAA SAMUDA KHATUN
8a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER- FATEMA JAHAN
8b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E- FATEMA JAHAN
9a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER – SARWAR JAHAN
9b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E – SARWAR JAHAN
10a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER – KHADIZA JAHAN
10b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E – KHADIZA JAHAN
11a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER – JAHAN SISTERS
11b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E – JAHAN SISTERS
12a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER – JAHAN
12b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E – JAHAN
13a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER – AISHA SARWAR
13b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E – AISHA SARWAR
14a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER - ABDULLAH
14b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E – ABDULLAH
15a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER - AMMAR
15b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E – AMMAR
16a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER-KHADEEJAH JAHAN
16b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E-KHADEEJAH JAHAN
17a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER-FATEMA JAHAN
17b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E-FATEMA JAHAN
18a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER-SHAHRIAR JAHAN
18b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E-SHAHRIAR JAHAN
19a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER-SARWAR JAHAN
19b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E-SARWAR JAHAN
20a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER-MAA SALEHA BEGUM
20b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E-MAA SALEHA BEGUM
21a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER-JAHAN MONI
21b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E-JAHAN MONI
22a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER-SAMIR
22b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E-SAMIR
23a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER-ZUHAYR
23b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E-ZUHAYR
24a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER-JAHAN BROTHERS
24b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E-JAHAN BROTHERS
25a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER-JAWAD
25b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E-JAWAD
26a SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 MASTER-NAFISA JAHAN
26b SHIPBOARD CONTINGENCY MANUAL 01 18-07-2010 C/E-NAFISA JAHAN
Issue No: 10
Issued By: D. P. A.
Page: 6 of 9
MASTER SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 DPA
1 SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 OFFICE
2a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER, JAHAN MONI
2b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E, JAHAN MONI
3 SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 GERMANISCHER LLOYD
4a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER – JAHAN BROTHERS
4b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E- JAHAN BROTHERS
5a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER – SHAHRIAR JAHAN
5b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E – SHAHRIAR JAHAN
6a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER- MAA SALEHA BEGUM
6b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E MAA SALEHA BEGUM
7a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER- MAA SAMUDA KHATUN
7b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E- MAA SAMUDA KHATUN
8a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER- FATEMA JAHAN
8b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E- FATEMA JAHAN
9a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER – SARWAR JAHAN
9b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E – SARWAR JAHAN
10a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER – KHADIZA JAHAN
10b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E – KHADIZA JAHAN
11a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER – JAHAN SISTERS
11b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E – JAHAN SISTERS
12a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER– JAHAN
12b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E – JAHAN
13a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER – AISHA SARWAR
13b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E – AISHA SARWAR
14a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER – ABDULLAH
14b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E – ABDULLAH
15a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER – AMMAR
15b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E – AMMAR
16a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER-KHADEEJAH JAHAN
16b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E-KHADEEJAH JAHAN
17a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTE-FATEMA JAHAN
17b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E-FATEMA JAHAN
18a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER-SHAHRIAR JAHAN
18b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E-SHAHRIAR JAHAN
19a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER-SARWAR JAHAN
19b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E-SARWAR JAHAN
20a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER-MAA SALEHA BEGUM
20b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E-MAA SALEHA BEGUM
21a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER-JAHAN MONI
21b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E-JAHAN MONI
22a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER-SAMIR
22b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E-SAMIR
23a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER-ZUHAYR
23b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E-ZUHAYR
24a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER-JAHAN BROTHERS
24b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E-JAHAN BROTHERS
25a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER-JAWAD
25b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E-JAWAD
26a SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 MASTER-NAFISA JAHAN
26b SHOREBASED CONTINGENCY MANUAL 01 18-07-2010 C/E-NAFISA JAHAN
MASTER COMPANY FORMS 01 18-07-2010 DPA
1 COMPANY FORMS 01 18-07-2010 OFFICE
2a COMPANY FORMS 01 18-07-2010 MASTER, JAHAN MONI
2b COMPANY FORMS 01 18-07-2010 C/E, JAHAN MONI
3 COMPANY FORMS 01 18-07-2010 GERMANISCHER LLOYD
4a COMPANY FORMS 01 18-07-2010 MASTER – JAHAN BROTHERS
4b COMPANY FORMS 01 18-07-2010 C/E- JAHAN BROTHERS
5a COMPANY FORMS 01 18-07-2010 MASTER – SHAHRIAR JAHAN
5b COMPANY FORMS 01 18-07-2010 C/E – SHAHRIAR JAHAN
6a COMPANY FORMS 01 18-07-2010 MASTER- MAA SALEHA BEGUM
6b COMPANY FORMS 01 18-07-2010 C/E MAA SALEHA BEGUM
7a COMPANY FORMS 01 18-07-2010 MASTER- MAA SAMUDA KHATUN
7b COMPANY FORMS 01 18-07-2010 C/E -MAA SAMUDA KHATUN
8a COMPANY FORMS 01 18-07-2010 MASTER- FATEMA JAHAN
8b COMPANY FORMS 01 18-07-2010 C/E- FATEMA JAHAN
9a COMPANY FORMS 01 18-07-2010 MASTER – SARWAR JAHAN
9b COMPANY FORMS 01 18-07-2010 C/E – SARWAR JAHAN
10a COMPANY FORMS 01 18-07-2010 MASTER – KHADIZA JAHAN
10b COMPANY FORMS 01 18-07-2010 C/E – KHADIZA JAHAN
Issue No: 10
Issued By: D. P. A.
Page: 7 of 9
11a COMPANY FORMS 01 18-07-2010 MASTER – JAHAN SISTERS

11b COMPANY FORMS 01 18-07-2010 C/E – JAHAN SISTERS
12a COMPANY FORMS 01 18-07-2010 MASTER– JAHAN
12b COMPANY FORMS 01 18-07-2010 C/E – JAHAN
13a COMPANY FORMS 01 18-07-2010 MASTER – AISHA SARWAR
13b COMPANY FORMS 01 18-07-2010 C/E– AISHA SARWAR
14a COMPANY FORMS 01 18-07-2010 MASTER - ABDULLAH
14b COMPANY FORMS 01 18-07-2010 C/E– ABDULLAH
15a COMPANY FORMS 01 18-07-2010 MASTER - AMMAR
15b COMPANY FORMS 01 18-07-2010 C/E– AMMAR
16a COMPANY FORMS 01 18-07-2010 MASTER-KHADEEJAH JAHAN
16b COMPANY FORMS 01 18-07-2010 C/E-KHADEEJAH JAHAN
17a COMPANY FORMS 01 18-07-2010 MASTER-FATEMA JAHAN
17b COMPANY FORMS 01 18-07-2010 C/E-FATEMA JAHAN
18a COMPANY FORMS 01 18-07-2010 MASTER-SHAHRIAR JAHAN
18b COMPANY FORMS 01 18-07-2010 C/E SHAHRIAR JAHAN
19a COMPANY FORMS 01 18-07-2010 MASTER-SARWAR JAHAN
19b COMPANY FORMS 01 18-07-2010 C/E SARWAR JAHAN
20a COMPANY FORMS 01 18-07-2010 MASTER-MAA SALEHA BEGUM
20b COMPANY FORMS 01 18-07-2010 C/E-MAA SALEHA BEGUM
21a COMPANY FORMS 01 18-07-2010 MASTER-JAHAN MONI
21b COMPANY FORMS 01 18-07-2010 C/E-JAHAN MONI
22a COMPANY FORMS 01 18-07-2010 MASTER-SAMIR
22b COMPANY FORMS 01 18-07-2010 C/E-SAMIR
23a COMPANY FORMS 01 18-07-2010 MASTER-ZUHAYR
23b COMPANY FORMS 01 18-07-2010 C/E-ZUHAYR
24a COMPANY FORMS 01 18-07-2010 MASTER-JAHAN BROTHERS
24b COMPANY FORMS 01 18-07-2010 C/E-JAHAN BROTHERS
25a COMPANY FORMS 01 18-07-2010 MASTER-JAWAD
25b COMPANY FORMS 01 18-07-2010 C/E-JAWAD
26a COMPANY FORMS 01 18-07-2010 MASTER-NAFISA JAHAN
26b COMPANY FORMS 01 18-07-2010 C/E-NAFISA JAHAN
MASTER COMPANY CHECKLIST 01 18-07-2010 DPA
1 COMPANY CHECKLIST 01 18-07-2010 OFFICE
2a COMPANY CHECKLIST 01 18-07-2010 MASTER, JAHAN MONI
2b COMPANY CHECKLIST 01 18-07-2010 C/E, JAHAN MONI
3 COMPANY CHECKLIST 01 18-07-2010 GERMANISCHER LLOYD
4a COMPANY CHECKLIST 01 18-07-2010 MASTER – JAHAN BROTHERS
4b COMPANY CHECKLIST 01 18-07-2010 C/E- JAHAN BROTHERS
5a COMPANY CHECKLIST 01 18-07-2010 MASTER – SHAHRIAR JAHAN
5b COMPANY CHECKLIST 01 18-07-2010 C/E – SHAHRIAR JAHAN
6a COMPANY CHECKLIST 01 18-07-2010 MASTER- MAA SALEHA BEGUM
6b COMPANY CHECKLIST 01 18-07-2010 C/E MAA SALEHA BEGUM
7a COMPANY CHECKLIST 01 18-07-2010 MASTER- MAA SAMUDA KHATUN
7b COMPANY CHECKLIST 01 18-07-2010 C/E- MAA SAMUDA KHATUN
8a COMPANY CHECKLIST 01 18-07-2010 MASTER- FATEMA JAHAN
8b COMPANY CHECKLIST 01 18-07-2010 C/E- FATEMA JAHAN
9a COMPANY CHECKLIST 01 18-07-2010 MASTER – SARWAR JAHAN
9b COMPANY CHECKLIST 01 18-07-2010 C/E – SARWAR JAHAN
10a COMPANY CHECKLIST 01 18-07-2010 MASTER – KHADIZA JAHAN
10b COMPANY CHECKLIST 01 18-07-2010 C/E – KHADIZA JAHAN
11a COMPANY CHECKLIST 01 18-07-2010 MASTER – JAHAN SISTERS
11b COMPANY CHECKLIST 01 18-07-2010 C/E – JAHAN SISTERS
12a COMPANY CHECKLIST 01 18-07-2010 MASTER– JAHAN
12b COMPANY CHECKLIST 01 18-07-2010 C/E– JAHAN
13a COMPANY CHECKLIST 01 18-07-2010 MASTER – AISHA SARWAR
13b COMPANY CHECKLIST 01 18-07-2010 C/E – AISHA SARWAR
14a COMPANY CHECKLIST 01 18-07-2010 MASTER - ABDULLAH
14b COMPANY CHECKLIST 01 18-07-2010 C/E – ABDULLAH
15a COMPANY CHECKLIST 01 18-07-2010 MASTER - AMMAR
15b COMPANY CHECKLIST 01 18-07-2010 C/E – AMMAR
16a COMPANY CHECKLIST 01 18-07-2010 MASTER-KHADEEJAH JAHAN
16b COMPANY CHECKLIST 01 18-07-2010 C/E-KHADEEJAH JAHAN
17a COMPANY CHECKLIST 01 18-07-2010 MASTER-FATEMA JAHAN
17b COMPANY CHECKLIST 01 18-07-2010 C/E-FATEMA JAHAN
18a COMPANY CHECKLIST 01 18-07-2010 MASTER-SHAHRIAR JAHAN
Issue No: 10
Issued By: D. P. A.
Page: 8 of 9
18b COMPANY CHECKLIST 01 18-07-2010 C/E-SHAHRIAR JAHAN

19a COMPANY CHECKLIST 01 18-07-2010 MASTER-SARWAR JAHAN
19b COMPANY CHECKLIST 01 18-07-2010 C/E-SARWAR JAHAN
20a COMPANY CHECKLIST 01 18-07-2010 MASTER-MAA SALEHA BEGUM
20b COMPANY CHECKLIST 01 18-07-2010 C/E-MAA SALEHA BEGUM
21a COMPANY CHECKLIST 01 18-07-2010 MASTER-JAHAN MONI
21b COMPANY CHECKLIST 01 18-07-2010 C/E-JAHAN MONI
22a COMPANY CHECKLIST 01 18-07-2010 MASTER-SAMIR
22b COMPANY CHECKLIST 01 18-07-2010 C/E-SAMIR
23a COMPANY CHECKLIST 01 18-07-2010 MASTER-ZUHAYR
23b COMPANY CHECKLIST 01 18-07-2010 C/E-ZUHAYR
24a COMPANY CHECKLIST 01 18-07-2010 MASTER-JAHAN BROTHERS
24b COMPANY CHECKLIST 01 18-07-2010 C/E-JAHAN BROTHERS
25a COMPANY CHECKLIST 01 18-07-2010 MASTER-JAWAD
25b COMPANY CHECKLIST 01 18-07-2010 C/E-JAWAD
26a COMPANY CHECKLIST 01 18-07-2010 MASTER-NAFISA JAHAN
26b COMPANY CHECKLIST 01 18-07-2010 C/E-NAFISA JAHAN
4. LIST OF SHIPBOARD AND COMPANY CHECKLISTS FOR LAMINATION
Doc. No. Title
BRSML/CKL-03-R0 PREPARATION FOR SEA - BRIDGE CHECK LIST

BRSML /CKL-04-R0 GEAR TEST – DEPARTURE / ARRIVAL – BRIDGE CHECK LIST
BRSML /CKL-05-R0 PREPARATION FOR ARRIVAL IN PORT – BRIDGE CHECK LIST
BRSML /CKL-06-R0 EMBARKATION / DISEMBARKATION OF PILOT - BRIDGE CHECK LIST
BRSML /CKL-09-R0 CHANGING OVER THE WATCH -BRIDGE CHECK LIST
BRSML /CKL-10-R0 NAVIGATION, COASTAL WATERS /TRAFFIC SEPARATION SCHEMES –BRIDGE CHECK LIST
BRSML /CKL-11-R0 ANCHOR WATCH - BRIDGE CHECK LIST
BRSML /CKL-12-R0 RESTRICTED VISIBILITY - BRIDGE CHECK LIST
BRSML /CKL-13-R0 NAVIGATION IN HEAVY WEATHER OR IN TROPICAL STORM - BRIDGE CHECK LIST
BRSML /CKL-14-R0 DAILY TEST AND CHECKS - BRIDGE CHECK LIST
BRSML /CKL-15-R0 NAVIGATION DEEP SEA
BRSML /CKL-16-R0 ENGINE ROOM ARRIVAL/DEPARTURE – CHECK LIST
BRSML /CKL-17-R0 ENGINE ROOM CHANGE OVER WATCH – CHECK LIST
BRSML /CKL-19-R0 FUEL TRANSFER-CHECK LIST
BRSML/CKL-41-R0 ECDIS WATCH HANDOVER
SHIPBOARD CONTINGENCY PLAN CHECKLIST
BRSML /CKL-23-R0 PROPULSION/STEERING/POWER FAILURE – CHECKLIST
BRSML /CKL-24-R0 COLLISION – CHECKLIST
BRSML /CKL-25-R0 GROUNDING – CHECKLIST
BRSML /CKL-26-R0 FIRE - CHECK LIST
BRSML /CKL-27-R0 ABANDON SHIP - CHECK LIST
BRSML /CKL-28-R0 MAN OVERBOARD - CHECK LIST
BRSML /CKL-29-R0 PERSONNEL INJURY OR ILLNESS - CHECK LIST
BRSML /CKL-30-R0 HELICOPTER/MEDIVAC OPERATIONS – CHECKLIST
BRSML /CKL-31-R0 PIRATE ATTACK CHECK LIST
BRSML /CKL-32-R0 SALVAGE OWN SHIP
BRSML /CKL-33-R0 OIL POLLUTION - CHECKLIST
BRSML /CKL-34-R0 FLOODING – CHECK LIST
BRSML /CKL-35-R0 STRIKING SUBMERGED OBJECT – CHECKLIST
BRSML /CKL-36-R0 CARGO SHIFTING CHECK LIST
BRSML/CKL-37-R0 SHORE – BASED CONTINGENCY PLAN-CHECKLIST (FOR OFFICE)
BRSML/CKL-38-R0 SEASTAFF RECRUITMENT CHECKLIST
BRSML/CKL-39-R0 INTERNAL SAFETY AUDIT CHECKLIST
BRSML/CKL-40-R0 SHIP SHORE SAFETY CHECKLIST FOR LOADING&UNLOADING DRY BULK.
Issue No: 10
Issued By: D. P. A.
Page: 9 of 9
MANUAL CONTROL
RESPONSIBILITY: The DPA is responsible for the content of this manual.
ISSUE NO: The ISSUE NO of this manual is the appearing on the front cover of this
manual. The revision of a page of this manual is stated at the top right hand side
of each page.
DISTRIBUTION: Only controlled copies of this Manual are issued and each will bear a unique
number and be assigned to an individual.
Distribution is controlled by the DPA in liaison with the Managing Director and
a record is maintained.
MANUAL DISTRIBUTION
MANUAL HOLDER’S TITLE DATE OF AUTHORIS- CONTROLLED/
NUMBER ISSUE -ATION UNCONTROLLED
MASTER DPA 18.07.2010 CONTROLLED
1 OFFICE 18.07.2010 CONTROLLED
2a MASTER- JAHAN MONI 18.07.2010 CONTROLLED
2b C/E- JAHAN MONI 18.07.2010 CONTROLLED
3 GERMANISCHER LLOYD 18.07.2010 CONTROLLED
4a MASTER-JAHAN BROTHERS 18.07.2010 CONTROLLED
4b C/E- JAHAN BROTHERS 18.07.2010 CONTROLLED
5a MASTER-SHAHRIAR JAHAN 18.07.2010 CONTROLLED
5b C/E-SHAHRIAR JAHAN 18.07.2010 CONTROLLED
6a MASTER-MAA SALEHA BEGUM 18.07.2010 CONTROLLED
6b C/E- MAA SALEHA BEGUM 18.07.2010 CONTROLLED
7a MASTER- MAA SAMUDA KHATUN 18.07.2010 CONTROLLED
7b C/E- MAA SAMUDA KHATUN 18.07.2010 CONTROLLED
8a MASTER- FATEMA JAHAN 18.07.2010 CONTROLLED
8b C/E- FATEMA JAHAN 18.07.2010 CONTROLLED
9a MASTER-SARWAR JAHAN 18.07.2010 CONTROLLED
9b C/E- SARWAR JAHAN 18.07.2010 CONTROLLED
10a MASTER-KHADIZA JAHAN 18.07.2010 CONTROLLED
10b C/E-KHADIZA JAHAN 18.07.2010 CONTROLLED
11a MASTER-JAHAN SISTER 18.07.2010 CONTROLLED
11b C/E-JAHAN SISTER 18.07.2010 CONTROLLED
12a MASTER-JAHAN 18.07.2010 CONTROLLED
12b C/E-JAHAN 18.07.2010 CONTROLLED
13a MASTER-AISHA SARWAR 18.07.2010 CONTROLLED
13b C/E-AISHA SARWAR 18.07.2010 CONTROLLED
14a MASTER- ABDULLAH 18.07.2010 CONTROLLED
14b C/E-ABDULLAH 18.07.2010 CONTROLLED
15a MASTER- AMMAR 18.07.2010 CONTROLLED
15b C/E-AMMAR 18.07.2010 CONTROLLED
16a MASTER- KHADEEJAH JAHAN 18.07.2010 CONTROLLED
16b C/E-KHADEEJAH JAHAN 18.07.2010 CONTROLLED
17a MASTER- FATEMA JAHAN 18.07.2010 CONTROLLED
17b C/E- FATEMA JAHAN 18.07.2010 CONTROLLED
18a MASTER-SHAHRIAR JAHAN 18.07.2010 CONTROLLED
18b C/E-SHAHRIAR JAHAN 18.07.2010 CONTROLLED
19a MASTER-SARWAR JAHAN 18.07.2010 CONTROLLED
19b C/E-SARWAR JAHAN 18.07.2010 CONTROLLED
20a MASTER-MAA SALEHA BEGUM 18.07.2010 CONTROLLED
20b C/E-MAA SALEHA BEGUM 18.07.2010 CONTROLLED
21a MASTER-JAHAN MONI 18.07.2010 CONTROLLED
21b C/E-JAHAN MONI 18.07.2010 CONTROLLED
22a MASTER-SAMIR 18.07.2010 CONTROLLED
22b C/E-SAMIR 18.07.2010 CONTROLLED
23a MASTER-ZUHAYR 18.07.2010 CONTROLLED
23b C/E-ZUHAYR 18.07.2010 CONTROLLED
24a MASTER-JAHAN BROTHERS 18.07.2010 CONTROLLED
24b C/E-JAHAN BROTHERS 18.07.2010 CONTROLLED
25a MASTER-JAWAD 18.07.2010 CONTROLLED
25b C/E-JAWAD 18.07.2010 CONTROLLED
26a MASTER-NAFISA JAHAN 18.07.2010 CONTROLLED
26b C/E-NAFISA JAHAN 18.07.2010 CONTROLLED
Issue No: 09
Issued By: D. P. A.
Page: 1 of 1
FLEET INSTRUCTION MANUAL – FIM Section 0
0.0 Revision List

Brief details of the amendments together with the section, page number, revision number and date
of revision shall be recorded below.
Section Page Revision Date of Amendment summery Signature

Issue
1 5 15-02-2016 Index
1-9 5 15-02-2016 List of Forms, Checklist,
Manuals & Document Control
0 1 4 15-02-2016 Revision List
1 6 15-03-2016 Index
4 7-8 1 15-03-2016 Helicopter operation Included
6 11-18 1 15-03-2016 ECDIS Included
11 16 2 15-03-2016 Bridge Equipment
1 7 15-04-2016 Index
1 8 20-08-2016 Index
1 9 15-09-2016 Index
11 9 2 04-10-2016 Lubricating Oil Analysis
1 10 01-01-2017 Index
Issue No: 1
Issued By: D. P. A.
Page: 1 of 2
FLEET INSTRUCTION MANUAL – FIM Section - 1
1.0 Introduction
1.1 Aims and Objectives
1.1.1 The Fleet Instructions set out in this document are issued to acquaint all Masters, Chief
Engineers, Officers, Ratings and trainees of the operating policies of the Company. No such set
of Instructions can be completely comprehensive or cover every eventuality and the Master has
the absolute right to choose his own course of action in extraordinary circumstances.
1.1.2 Should a departure from these Instructions be necessary, the Master and/or Chief Engineer must
submit a report to the Company at the first opportunity describing the circumstances and giving
the reasons for such action.
1.1.3 Masters / Chief Engineer should be guided at all times by their primary responsibilities which are
for the safety of those entrusted to their care, the safety of the ship, the safety of life, the safety of
the cargo and the protection of the marine environment. All other considerations are secondary to
these.
1.1.4 The purpose of these Instructions is to provide a framework within which Masters, Chief
Engineers, Officers, Ratings and trainees can work safely and effectively without inhibiting the
use of initiative or discretion when faced with an unusual situation.
1.1.5 The Company makes every effort to recruit and retain the services of suitably qualified sea staff
who are competent to carry out their duties. However, formal procedures are essential so that all
concerned can work together towards the common purpose.
These Fleet Instructions have been written and distributed to further this process. They will be
reviewed from time to time to ensure that they accurately reflect current requirements and
circumstances.
1.2 Designated Person Ashore
1.2.1 In addition to the responsibilities defined in the Safety Management Manual – Section 4, the
Designated Person Ashore has the additional responsibilities shown below:
1) Ensures that Fleet Instructions (Documentation) are kept up to date;

2) Keeps a copy of the Fleet Instructions.
3) Maintains close contact with Masters, Chief Engineers and Officers;
4) Visits each ship at regular intervals for Safety and Security audits.
Issue No: 1
Issued By: D. P. A.
Page: 2 of 2
FLEET INSTRUCTION MANUAL – FIM Section 1
1.3 Knowledge of SMS Manuals
1.3.1 It is the duty of all Masters, Chief Engineers, Officers and cadets to be conversant with these
SMS Manuals. Those instructions in the manuals relevant to other crewmembers should be
brought to their attention on joining by the Master and Chief Engineer of the respective
department.
1.3.2 Two copies of these manuals are provided in each ship. One copy to be kept in the Bridge, while
the other copy shall be kept in the Engine Control Room. The Master/CE shall maintain them at
their latest revision and make them available to all officers and crew members as required.
1.3.3 The Master / CE shall ensure and maintain a record that the Masters, CEs, Officers and crew
appointed to the ship have signed to acknowledge
1.4 Familiarisation of New Crew Members
1.4.1 All new officers and ratings must undergo familiarisation training on joining a new ship. The
familiarisation shall be as check list no.1Theout going officer/ratting shall make familiar the
incoming officer / ratting and signed, dated and handed to the Master / CE prior departure. In case
of Shortened handover situation, handover notes to be provided and suitably endorse by Chief
Officer or Second Engineer and handed to the Master/CE. In case of officer / ratting joining
without replacement on board, the Chief officer or 2 nd engineer shall make the joining officer /
ratting familiar as per the check list no.1, signed and handed to the Master/CE.
The Master/CE shall retain the familiarisation check list in office file.
To meet the above, a handover period for officers / ratting is required with the off-signing person.
1.5 Checklists
Checklist no. 01, 02, 07, 08, 18, 20, 21 and 22 are required to fill up with signature of the
responsible person and retained on board for inspection purposes.
All other checklists provided are in laminated forms. The laminated checklists must be ticked by
the responsible person in washable ink pen provided by the company and an entry shall be
made in the log book to the effect e.g. "Checklist no.3 complied with". The person responsible
must sign the log book entry. Record of all other forms/checklists shall be maintained both in
office and ship by the file number mentioned in the box top left corner of the forms/checklists.
Issue No: 1
Issued By: D. P. A.
Page: 1 of 22
FLEET INSTRUCTION MANUAL – FIM Section – 2
2.0 Responsibilities
2.1 Master
The Master is responsible for ensuring that the ship is operated in accordance with the company
procedures, fleet instructions, circulars etc. in consultation with the Chief Engineer. The
responsibilities of the Maser shall include, but not limited to:
1. On appointment to command, delegates the responsibilities of everyday management and

operation of individual ship to the Master who is the Company representative aboard.
2. The Master shall understand that nothing in this manual or Standing Orders issued from time to
time, is to be construed in any way to relieve him of his full responsibility of command for safe
navigation of the ship, and for prevention of pollution.
3. The Master’s primary responsibilities are the safety of lives, ship and cargo. He has the overall
responsibility for the entire safety of the ship, the welfare and training of the ship’s crew and
ensuring that the officers of Deck and Catering departments efficiently discharge their duties.
These departments are, in every respect, subject to his orders. Whilst in command he cannot
delegate his ultimate responsibility to any other officers.
4. With regard to safety and environmental protection, the Master is responsible for:-
a. Issuing orders in a clear and concise manner and reviewing safety and pollution
prevention activities.
b. Implementing the safety and environmental policy of the Company.
c. Motivating the crew in the execution of that policy.
d. Reporting defects to the Company only after consultation with the Chief Engineer and
other matters with implications for safe operations or pollution risk and which require the
assistance of the Company.
e. Appraising and co-ordinating with Chief Engineer on-board training requirements.
f. Assigning roles to senior officers of Deck department with respect to the S.M.S.
g. Ensuring the S.M.S. is kept in date by liaising with D.P.A. to arrange audits.
h. Review of on-board contingency plans and ship procedures and reporting any
deficiencies (limited to Safety and Pollution matters only, all Technical matters to be left
to Chief Engineer for his review/discussion with the T.S.) to the D.P.A.
i. Reporting non-conformities, accidents involving personnel or plant and hazardous
situations to the Company.
j. Ensuring that all documentation that is designated as “controlled” is up to date and issued
as per Company procedures.
k. Requesting assistance from the Company as may be deemed necessary to ensure safe and
pollution free operation of the ship.
5. Ensuring all records relevant to the S.M.S, and as defined in procedures, are available.
5. In matters of safety and pollution prevention, the Master has the overriding authority and
discretion to take whatever actions he considers to be in the best interest of passengers, crew, ship
and the marine environment; even though such actions may not be in accordance with the contents
of the procedure manuals or Standing Orders
Issue No: 1
Issued By: D. P. A.
Page: 2 of 22
6. The Master shall have a thorough general knowledge of his ship, and at the first available
opportunity shall completely familiarise with relevant details of the ship’s operational matters and
Bridge equipment.
7. The Master shall put in writing all important orders in the form of Captain’s Standing Orders
which shall, upon circulation, be signed by relevant officers/crew for confirmation. Such
“Standing Order “ may contain but not be limited to :-
a. calling the Master;

b. reducing speed in the event of restricted visibility or other circumstances;
c. posting lookouts;
d. manning the wheel;
e. the use of charts and navigational aids;
f. an established drill for changing over from automatic to manual steering and vice versa;
g. the provision of additional watch keeping personnel in special circumstances; and
h. the safe operation of bow and stern ramps / doors, shell doors, cranes, internal ramps, etc.
8. The Master shall ensure that the ship’s officers and crew under his departments are fully
acquainted with their duties and the Rules, Regulations and Instructions of Company.
9. The Master shall be responsible for the safe and efficient navigation of the vessel. He shall take
personal charge of navigation when making a landfall, anchorage or berth, nearing or passing any
danger to navigation, during heavy weather, at times of reduced visibility; and in any other
circumstances where the safety of the ship may be in jeopardy. In such cases master must give
explicit order that he is taking over.
10. The Master shall not be absolved from responsibility for the safe navigation of a ship while a
Pilot or Harbour Master is on board, even when such assistance is compulsory.
11. A Night Order Book shall be kept when on passage and at anchorage. This book shall be read
over and the orders signed by each officer as he comes on watch.
12. The Master shall ensure that:

a. the radio watch is maintained in accordance with the relevant provisions of the Radio
Regulations and Safety Convention; and
b. the radio equipment is maintained in an efficient working condition.
13. The Master shall be aware of the insurance policies of the ship. He shall, at all times, guard the
ship’s Owners interest at sea and in port against third party claims to the best of his ability.
14. Any accident to any person onboard the ship must the reported immediately by the Master to . A
complete report (refer section 4.14 Ship Accident Handling), giving all pertinent details, is to be
made and appropriate entries to be made in the Official Log Book.
15. All matters pertaining to the running of the ship, particularly with regard to breakdowns /delays,
their causes and when the ship can be expected to resume service must be fully reported by the
Master after having discussed the matter with the Chief Engineer to .
16. The Master shall maintain an accurate record of all correspondence and circulars in proper filing
system. Company circulars must be circulated to those concerned without delay.
Issue No: 1
Issued By: D. P. A.
Page: 3 of 22
17. The Master jointly with the Chief Engineer shall ensure that his ship is kept in clean and proper
sanitary condition. Inspections along with the Chief Engineer, throughout the ship must be
conducted at least once a week whether in port or at sea.
18. The Master is responsible for the correct training of all personnel of his departments, both in
professional aspect and social behaviour.
19. The Master shall ensure that he is properly attired when ship is in port entering or leaving port
and during pilot-age.
20. The Master shall ensure that:
a. all ship’s documents and statutory certificates (required by Law and International
conventions) are in order and do not expire during voyages;
b. Deck, Engineer Officers and rating's certificates remain valid at all times;
c. officers and ratings are trained and experienced in their respective positions; and
e. there are requisite number of personnel holding statutory certificates in “Proficiency in
Survival Craft” ,“Basic Fire Fighting and “First Aid at Sea”.
e. Key officers to hold IMDG certificates for applicable ships trading in US ports.
21. Before proceeding to sea the Master must ensure that his ship is fully provided in all respects with
fresh water and provisions for the voyage.
22. The Master shall, in consultation with the Chief Engineer ensure that the bunkers onboard are
adequate for the contemplated voyage. When stemming bunkers, he must discuss thoroughly with
the Chief Engineer, taking into consideration the duration of intended voyage and the next bunker
port. He must also take into account the minimum reserve equivalent to three days full speed
consumption of IFO, minimum reserve equivalent to one day consumption of DO and un-
pumpable quantities of fuel oil tanks, when estimating and ordering fuel oils. When Chatterers or
Owners decide to supply less than the above reserves must be informed immediately.
23. For ships trading in ports where there may be a likelihood of long port stay or long wait at
anchorage; the Master shall, in consultation with the Chatterers, ensure that sufficient amount of
diesel oil is retained onboard to cover such unforeseen circumstances.
24. When a change of command takes place, the Master who is to be relieved must ensure that all
documents, certificates, log books and files are in order and up to date, and cash-in-hand and
bonded stores are fully accounted for. The handing over must be recorded by both Masters by
making and signing an entry in the Official Log Book. Handing over report PROTOCOL OF
HANDING OVER COMMAND OF VESSEL (SMS/FORM-04-R0)must reflect condition of
ship, outstanding jobs. The original copies of the forms shall be sent to TS., the duplicates
retained on the ship for records.
25. To ensure that when the ship is in port, either the Chief Officer or himself shall remain onboard
the ship, in addition to the watch keeping officer so as to ensure that at least one experienced
officer is available onboard at all times, particularly in the event of an emergency.
Issue No: 1
Issued By: D. P. A.
Page: 4 of 22
2.2 Chief Officer
The Chief Officer shall:
1. Be the head of deck department, directly under the Master and shall conduct duties of the Master
in his absence, or whenever he is instructed to do so by the Master. He shall be responsible for
effective administration and supervision of duties under his charge.
2. Be responsible for the efficient upkeep and maintenance of the deck areas. The Chief Officer
shall not be responsible for the upkeep and general condition of the spaces which are the direct
responsibility of the Chief Engineer i.e. engine room, steering gear compartment and other
machinery spaces. However he shall liase with Second Engineer if assistance for repairs are
needed in his area of responsibility.
3. Be responsible for efficient organisation and running of the Deck Department. He shall submit
monthly deck maintenance-reports to the office through the Master. Where required, shall liase in
repairs within his area of responsibility with Second Engineer, if assistance is required.
4. Organise the respective duties of deck crew (officers, cadets and ratings) and hours of work in
accordance with the company procedure and/or conditions of service.
5. Be responsible for the discipline of deck crew. In exercising such responsibilities, any serious
breach of discipline shall be reported to the Master.
6. Be responsible for the welfare of the officers and ratings of his department. He shall, whenever
possible, assist the Master in the education and training of junior officers, cadets and ratings.
7. Ensure that instructions affecting the Deck Department are carried out.
8. Enforce all orders issued to him by the Master and shall keep the Master informed of all matters
connected with the Deck Department.
9. Conduct an inspection of all decks and spaces under his jurisdiction at least once every 24 hours.
He shall conduct an official inspection of all decks, spaces and store rooms under the jurisdiction
of the deck department, accompanied by the Master at least once every week. He is also to make
an inspection immediately after sailing to confirm that the ship is secured for sea i.e. side doors,
etc. closed. Such inspections are to be recorded in the Deck Log and Official Log Book.
10. Issue his own work routines to deck crew. He has the authority to vary the responsibility and
duties of the personnel of his department as he thinks fit, to meet any exceptional circumstances.
Any such changes shall be strictly subject to policy, safety considerations and the Master’s
approval.
11. Report to the Master on the conduct and efficiency of deck crew.
12. Responsible to the Master for all aspects of safety and stability of the ship. If he notices that the
safety or the stability of the ship is being compromised, it is his duty to advice the Master and
have the matter clarified. In no case shall the safety and stability of the ship be compromised.
13. Be responsible for cargo and ballasting operations.

Issue No: 1
Issued By: D. P. A.
Page: 5 of 22
14. Be responsible for the maintenance and upkeep of all cargo handling and mooring gear, pilot
ladders, gangways and safety nets and all other equipment under the charge of the Deck
Department. Any abnormality found, must be reported to the Second Engineer for his
review/advice.
15. Ensure safe and efficient cargo planning, compiling of accurate cargo plans and conditions which
result in draft and trim, transverse stability conditions, bending moments torsional stresses being
accepted within limits. He shall maintain proper records of cargo plans, calculations for trim and
stability and of other common shipboard practices.
16. Be responsible for all the ship’s life saving appliances and safety equipment including the fire
fighting appliances in the engine room. He is jointly responsible with the Second Engineer for the
immediate readiness of fire fighting equipment and ensuring that all equipment is in a fit and
proper condition. He must inform the Safety Officer immediately of any deficiencies if noticed,
in the LSA or fire fighting equipment. It should be understood that whilst the Chief Officer has
overall responsibility for all aspects of safety as stated above, he may delegate specific areas of
these responsibilities to other deck officers e.g. to Third Officer.
17. Ensure that positions on the Emergency and Boat Muster List have been allocated, and that each
seafarer is aware of his respective station and duties.
18. Be responsible for the hygiene and sanitation of the ship. He shall also ensure that crew quarters,
wash places, lavatories, lockers and accommodation are kept clean and free of infestation.
19. Be responsible for deck stores and spares to be properly stored and easily accessible
20. Acquaint himself with all relevant Rules, Regulations, Classification Society notices and pending
surveys (Continuous Hull Survey), flag state and IMO regulations and other notices and
instructions pertaining to his department. Such information will be received from the company.
Where applicable, he shall circulate such notifications together with instructions, to relevant
officers or ratings.
21. Ensure that soundings of all fresh water and ballast tanks, bilge’s and void spaces are taken daily.
22. Be responsible for the maintenance of the Deck Log Book and the maintenance of such other
records as may be required either by the Master or Company.
23. Always remember in carrying out his duties that the Master is forever available to give advice on
any subject (except TECHNICAL which is to be sought from CE) on which he is in doubt.
24. In the event of the Master’s permanent absence through illness, demise or other event; contact the
Company without delay for instructions with regard to the command of the ship .
26. Liasing with shore authorities and ensuring awareness of S.M.S.
27. Ensuring deck crew follow safe working practices as defined in Company procedures.
28. Be responsible for identifying potential ship hazards associated with deck operations and advising
the Master accordingly.
Issue No: 1
Issued By: D. P. A.
Page: 6 of 22
29. Notifying the Master immediately of any defects which may affect ship safety or put at risk the
marine environment.
30. Assigning deck officers or ratings specific roles with respect to the deck department
responsibilities as defined in the safety management system.
31. Investigating non-conformances and applying corrective action as agreed with the Master.
32. Be "Environmental Control Officer" as defined in Garbage Management Manual and ensure
Garbage Record Book are maintained accurately and up to date.
33. Ensure that when the ship is in port, either the Master or himself shall remain onboard the ship, in
addition to the watch keeping officer so as to ensure that at least one experienced officer is
available onboard at all times, particularly in the event of an emergency.
2.3 Safety Officer
The Chief Engineer is the ship‘s designated Safety Officer and is responsible for:
1. Programming all safety exercises as defined by statutory instruments and ship procedures.
2. Recording all safety and anti-pollution exercises in accordance with statutory regulations and
Company procedures.
3. Identify any communication or language problems among crew members and advise the Master
accordingly.
4. Identify any deficiencies in crew members training and advise the master accordingly.
5. Running ship induction/familiarisation course for new sea staff.
6. Investigating audit-identified non-conformances and applying corrective action as agreed with the
Master./Tech. Superintendent.
7. To instruct and ensure that the Chief Officer has been maintaining anti-pollution equipment in a
complete state of readiness.
2.4 Second Officer
2nd officer shall:

1. Be responsible to the Master in all respects and is directly responsible to the Chief Officer for the
execution of his duties.
2. Be in charge of a navigational watch and shall also carry out such work as may be delegated to
him from time to time by the Master/Chief Officer.
3. Be responsible for the correction, updating and acquisition of charts as required, and also
maintain a Chart Correction Record Book
Issue No: 1
Issued By: D. P. A.
Page: 7 of 22
4. Ensure that all marine publications that are deemed necessary by the company and required under
the International Conventions for the safe navigation of the ship; are kept up to date. A record of
all such publications shall be maintained for easy reference.
5. Lay all the courses, prior to the commencement of any passage, having taken into consideration
all local marine bulletins and notices to mariners that concern the particular route.
6. Be responsible for maintenance of all bridge equipment and record keeping.
7. Maintain a Chronometer and Clocks Adjustment Book. He shall further maintain Compass error
book, D.F. log, Radar log, bridge movement book, communication log.
8. Fill in Noon Position Form daily and submit to the Master. The form includes such details as the
noon position, course, distance, speed, set and drift made good since previous noon, course and
distance to go.
9. Take part in testing, together with 3rd Officer test all navigational equipment e.g. steering tear,
echo sounder, radar, course recorder, sounding machine, patent log, at least one hour before
shifting berth or leaving port. The result of the test shall be logged and the Master informed
accordingly
10. Be responsible for maintenance and up keeping of all bridge stationary.
11. Take charge and be responsible for the management and upkeep of the ship’s hospital, medicines
and medical stores.
12. Ensure that all medicines and surgical appliances are kept in readiness and up to date. An
inventory register shall be maintained; and diary of patients treated shall be maintained which is
countersigned by the Master once a month.
13. Be directly responsible to the Chief Officer for the efficient management of cargo assigned to his
charge. While on cargo watch he shall also ensure that all equipment and working gear is
correctly rigged and being operated in safe manner that is conducive to the safe working limits,
state and age of that equipment.
14. Inspect the moorings frequently, especially in ports with strong tides and high tidal ranges.
15. Understudy the Chief Officer /Safety Officer in all of that officer’s duties when appropriate.
2.5 Third Officer
The 3rd Officer shall:

1. Be responsible to the Master in all respects and is directly responsible to the Chief Officer for the
execution of his duties.
2. Also share the duties and responsibilities of Safety Officer as instructed by the Safety Officer.
3. Be in charge of a navigational watch and shall also carry out such work as may be delegated to
him from time to time by the Chief Officer.
Issue No: 1
Issued By: D. P. A.
Page: 8 of 22
4. Be in charge of sounding machine and all flags. He is responsible for all navigation lights and all
other signal lights and shapes including signal lamps and equipment. He shall maintain all fog
signalling equipment, distress pyrotechnics and line throwing apparatus.
5. Be responsible to the Chief Officer for the efficient maintenance and upkeep of the life saving
and fire fighting appliances and equipment . By instituting regular testing and recording
programme, he shall ensure that all are kept in constant state of readiness. He shall maintain and
produce a Record Book (Register) to the Chief Officer every month for his perusal and
signatures. He is to ensure that lifeboat food and fresh water are stored properly and in the very
best condition at all times.
6. Take part in testing together with 2nd officer navigation equipment, steering gear, bridge controls,
engine telegraphs, communications equipment, whistle and sirens prior to the ship leaving a
berth, recording same and informing the Master accordingly.
2.6 Deck Cadet
Work allotted to Deck Cadet shall be carefully watched over and supervised. Before giving him
any responsibility of carrying out an independent duty, the officer allotting work to him must
satisfy himself that the Deck Cadet is capable and experienced in carrying out safely the
assignment being allotted. The Deck Cadet must remain vigilant at all times and show due
diligence in carrying out duties/work allotted to him.
The programme of training of Deck Cadet should include their assignment of work in rotation
with each of the senior officer. Certain number of days in a voyage (as decided by the Master)
should be allotted for him to work with 2nd officer or 3rd officer.
The Deck Cadet shall:
1. be responsible to the Master through Chief Officer for the performance of these duties.
2. familiarise himself with the ship's general arrangement plan, piping system on deck and in holds;
3. report to Chief Officer for daily work and carryout work as assigned by him.
4. attend and station at forecastle during arrival and departure manoeuvring
5. assist Chief Officer for keeping correct inventory of stores, spares and working tools.
6. attend and assign to bell book entries, during manoeuvring.

7. assist in taking sounding of tanks and computation of water/ ballast as directed by Chief Officer.
8. maintain work diary and devote certain specific time for study of Nautical subject TS in
preparation for MOT Certificate.
Issue No: 1
Issued By: D. P. A.
Page: 9 of 22
2.7 GMDSS OFFICER (OPTIONAL POSITION)
All deck officers should be qualified as a GMDSS communication officer
a. The master should, either himself or any MGDSS officer assigned be responsible for the
operation and maintenance of all radio equipment on board including the INMARSAT/GMDSS
and its accessories, and the keeping of all records and log book(s) appertaining to his duties. He
shall keep the Master fully advised in the event of any difficulties or delays in the transmission or
reception of message.
b. The GMDSS officer shall keep contents of all incoming / outgoing message in strict confidential
and shall allow no one to view the records without the permission of the Master. Before sending
any message prepared by the Master, he is also libel to recheck the text of the message to ensure
correct word spieling, correct format of routine message such as arrival / departure/ noon reports
and/ or any definite misrepresentation etc. Such as loading operation has been taken place but the
word “discharge” has been inadvertently used, and should reconfirm with the master in any case
or, in doubt.
c. The GMDSS officer shall be responsible for the care of all radio accessories, stores, publications
and radio documents.
d. The GMDSS officer shall be responsible to the Master for computation of the radio account.
Charge for owners and chatterers shall be separated, Private message and telephone calls shall be
paid by the user.
e. Without the permission from the Master, the GMDSS officer shall allow no one to make access to
the GMDSS area.
f. Without permission from the Master the GMDSS officer shall not arrange radio telephone call for
any officer / crew. He shall obtain permission and message number from the Master for all
outgoing message by telex/ faxes/ cables/ emails.
g. By order of the Master, the GMDSS officer shall prepare the papers required for port formalities.
h. The GMDSS officer shall handle the requisition of company’s Register Forms for all departments
on board during 6-months store requisition.
i. The GMDSS officer shall ensure that the wireless/ communication equipment in the life boat are
always in good working condition.
Issue No: 1
Issued By: D. P. A.
Page: 10 of 22
2.8 Chief Engineer
The Chief Engineer is designated as the Safety Officer of the vessel as per the responsibilities
contained in Section 2.3.
The Chief Engineer is responsible for:
1. Safe operation of Engine room machinery to the Master and is responsible direct to the TS for all
the Technical Matters of the entire vessel. The Chief Engineer is the head of the Engine
Department.
2. Ensuring all new engine department officers and ratings are familiar with relevant procedures.
3. Efficient operation and maintenance of all plant and equipment associated with safety and anti-
pollution as defined by statutory legislation and Company procedures. He shall be responsible for
the respective duties and hours of work of engineer officers and ratings.
4. Guiding engineer officers or ratings specific roles with respect to the engineering department‘s
responsibilities under the Safety Management System.
5. Be responsible to the TS for the discipline, welfare and co-operation of all his staff and for the
cleanliness of such spaces under his charge. However, painting and other maintenance work of E
R crew quarters or spaces out side Engine Room would be done by Chief Officer with proper
mutual understanding.
6. Plan the maintenance schedule of all machinery in accordance with Planned Maintenance
Schedule & Record - Engine (SMS/FORM-45-R1). He shall at regular intervals and by surprise
checks, carry out inspections of machinery items to ensure that his staff is carrying out the
planned maintenance properly, correctly and effectively for continued satisfactory performance of
the machinery. In order to ensure that all such machinery is in proper working order on arrival in
port for immediate start of cargo operations, the Chief Engineer shall make a thorough inspection
of all such equipment before the cargo operations are due to commence. Result of the inspection
shall be recorded in the engine log book.
7. Ensure that machinery spaces, workshops, stores and machinery space bilge’s are maintained in a
clean, safe and oil free condition.
8. Maintenance records of all routine and un-scheduled maintenance in accordance with

requirements and Company procedures.
9. Ensuring statutory and class surveys are carried out on all plants and equipment covered by such
survey requirements.
8. Be responsible for all shipboard consumable stores, spares, tools and instruments. He shall ensure
that proper records and accounts of all these items are kept as prescribed and submit reports to
Tech. Superintend of consumable stores opening balances, quantities received, consumed and
stock in balance.
9. Consolidate all defects (as far as practical) before submitting a defect list to the office.
Issue No: 1
Issued By: D. P. A.
Page: 11 of 22
10. Prepare dry docking list for equipment under his responsibility and lease with Master for
consolidating the Deck defect lists. After the necessary consolidations, the Dry dock specification
including the necessary stores/spares/paints etc., must be reviewed/completed by the Chief
Engineer and then submitted to the Tech. Superintendent.
11. Upon appointment to a ship make, an examination of all machinery, assess its condition and
submit a report to the ship’s Superintendent.
12. Ensure that when a change of Chief Engineer takes place, the outgoing Chief Engineer shall
prepare a report reflection a correct and an up-to-date inventory, bunkers, lub oil, outstanding.
Purchase Orders, manuals, drawings, indents, defect lists, that have been available onboard the
ship under his charge. Incoming Chief Engineer having satisfied himself with all such items,
jointly with the outgoing Chief Engineer, shall sign the Handing Over/Taking Over report
(SMS/FORM-05-R0). Copy of the above reports shall be sent to Tech. Superintendent.
13. Ensure that all staff under him abide by and remain well conversant with relevant circulars,
orders and other instructions pertaining to the Engine Department and ship’s discipline, issued by
the Company.
14. Issue written standing orders to his staff for efficient running of the Engine Department, at sea
and in port, and for their guidance in an emergency and otherwise for safe and efficient
operations of the machinery.
15. Ensure that the boilers and other pressure vessels have the closest attention of his subordinates
and that boiler water as well as M/E cooling water treatment is being carried out correctly
according to Fleet Instructions.
16. Aim at achieving the maximum economy in consumption of fuel, lubricating oils and in the use
of stores/spares while ensuring optimum speed and performance.
17. Be personally responsible for supervising the bunkering of the ship and ensure that correct
quantity and quality of bunkers is received. Sealed bottles of bunker samples must be taken and
retained on board until consumption of the same parcel. If there is any complain regarding the
quality of the bunker received, the sample shall be sent to the lab. for verification of its flash
point and other physical and chemical characteristics, with at least one bottle kept onboard.
18. Keep a record in chronological order of oil received on board and arrange the consumption of
bunkers in the same order as it is received on board. Every effort must be made to use first, the
fuel oil received earlier.
19. Ensure that whenever ship’s crew is on ‘Stations’ during arrival/departure port, any emergency or
when navigating through confined waters, he is readily available (preferably in the engine room)
for guidance to the E/R staff without any delay, if required.
20. Ensure that on leaving port, both the main and auxiliary machinery are working normally prior to
his leaving the engine room when “Full Away” has been rung. Thereafter when the ship is at sea,
he shall pay regular visits to the engine room to inspect the machinery in operation and the
machinery spaces.
21. Ensure that when the ship is in port, either the 2 nd Engineer or himself shall remain onboard the
ship, in addition to the watch keeping engineer officer so as to ensure that at least one
experienced engineer officer is available onboard at all times, particularly in the event of an
emergency.
Issue No: 1
Issued By: D. P. A.
Page: 12 of 22
22. Ensure that the Master is advised (at any time of the day) before the main engine is slowed down
or stopped at sea If the main engine is to be stopped urgently, the duty engineer shall directly
advise the navigating officer on watch. The Chief Engineer must advise the Master, the cause of
the slow down/stoppage and the time he shall need to rectify the fault.
23. Submit a monthly report to the Tech. Superintendent in his own words describing he working of
his department, indicating in general the performance of the machinery covering the entire ship
i.e. the condition report of the equipment fitted on deck, any problems encountered and how
tackled, preventive maintenance jobs done.
24. Direct the Chief Officer in safe and proper up-keeping/operation of the deck equipment and also
the Master can be discussed about the happening of his department so that maximum co-
ordination and co-operation is prevalent in day-to-day operations of the ship.
25. Ensure that best possible steps are taken to safeguard ship’s stores and equipment; and safety
precautions are to be kept continuously in mind. He shall ensure that safe practices are
implemented in daily working routine in the engine room.
26. Be the Adviser-in-Chief to the Technical Superintendent for all technical matters pertaining to the
entire ship and as such is to place at the disposal of the TS for his consideration, his best advice
and counsel on all matters pertaining to his profession concerning the ship’s Technical matters.
He must ensure that the TSis kept well placed for compliance with statutory requirements
regarding Shipboard equipment.
27. Arrange and assist with execution of repairs/rectification of any technical defects for which
assistance has been sought. If resources under his charge are not adequate to deal with the defect
he shall ask for necessary helping hands from other Departments.
28. Maintain onboard records of the ship’s machinery which shall include.
a. Particulars of all the machinery, viz. makers, when, where built and technical data.
b. Hours run, major overhauls, breakdown, wear down rate, any specific peculiarities,
Performance curves and data on vibration analysis, if applicable and available;
c. Record of any alterations, modifications and renewals; and
d. Record of events concerning any equipment fitted on the ship.
29. Be responsible for ensuring the submission of all required periodical returns concerning Engine
Department viz. Monthly maintenance/repair report, Defect Lists and Indents etc. (Refer to
F.I.no.11)
30. Oversee training routine of all engine room officers and ratings.
31. Authenticate all correspondence issuing from the Engine Department prior to being forwarded to
the Company.
32. At each time when an Engineer Officer is signing off., the Chief Engineer shall submit to
Confidential Report on the prescribed appraisal form (SMS/FORM-06-R0) giving his
conscientious opinion on the conduct, ability, sobriety and potential and potential of the staff
posted under him. Testimonial For Sea Service shall also be given to the Engineer Officer with a
copy submitted to TS. All such reports shall be submitted directly to the office.
Issue No: 1
Issued By: D. P. A.
Page: 13 of 22
33. Ensure all machinery protection devices, including alarms and safety shut downs are maintained
in operational condition by frequent testing.
34. Maintaining stand-by plant and systems in a completed state of readiness to meet any emergency
requirement.
35. Testing stand-by systems on a regular basis and in accordance with Company procedure.
36. Arrange frequent fire and emergency training within machinery spaces. After the Chief Engineer
has satisfied himself that appliances, alarms and emergency gear are in an efficient working
condition, these drills are to be recorded in the Engine Log Book.
37. Keep without exceptions himself fully informed at all times of the activities of his department and
he shall personally supervise work which he considers to be of a hazardous nature. He must
ensure that safety regulations for such work are not compromised.
38. Be responsible for the maintenance of the Engine Log Book and shall ensure that E/R watch
keepers maintain a continuous and accurate record. The signing of the Engine Log Book by the
Chief Engineer confirms that the entries contained therein are correct. He shall ensure that such
records are kept ready for inspection as may be required either by the Tech. Superintendent or the
Chatterer. All records on machinery surveys shall be properly maintained onboard with copies
sent to Technical Superintendent.
39. Ensure that the requirements for the Prevention of Pollution at Sea by oil are strictly adhered to
and the Oil Record Book is kept up to date at all times. This record book is to be counter signed
by the Master on completion of each page.
40. Ensure that soundings of all Fuel Oil. Diesel Oil, Lubricating Oil tanks, machinery space bilge’s
and void spaces are taken daily by the duty engineer and recorded in the log book .
41. In carrying out his duties, keep in close touch with the Master and keep him fully advised of any
defects which may affect ship safety or put at risk the marine environment. Later he shall advise
the company at the earliest opportunity of any serious malfunction of machinery or plant; or any
other difficulties. He shall remember that the Technical Superintendent is always available to
give guidance.
42. Investigating non-conformances and applying corrective action as agreed with the ship’s Master.
2.9 Second Engineer
The 2nd Engineer shall:
1. Be directly responsible to the Chief Engineer for the execution of the day to day working of the
Engine Department. He is the supervising officer of the Engine Department and shall be
responsible to the Chief Engineer for the observance of safe operational procedures and discipline
within the Department. In the absence of the Chief Engineer, he is to act as his Deputy. He shall
also maintain close liaison with the Chief Officer in all day-to-day matters affecting the
department and the ship.
2. Be responsible for carrying out all routine, long term and preventive maintenance of the
machinery in accordance with the company procedures, Chief Engineer requirements or his
standing
Issue No: 1
Issued By: D. P. A.
Page: 14 of 22
instructions. He shall allocate duties to other engineer officers for daily maintenance, overhaul, repairs
work and keep daily work record for entire engine department.
3. Be responsible for the preservation of cleanliness, up-keep and maintenance of the structure of
the ship in the engine room besides efficient operations of the machinery.
4. Be expected to whole-heartedly assist the Chief Engineer in every possible manner, ensuring that
his instructions are carried out by engine room staff and reporting to him anything requiring the
Chief Engineer’s notice and attention.
5. Report to the Chief Engineer every morning and night after making rounds of all machinery
whether in the engine room or outside, that all is well and operating satisfactorily, also informing
the Chief Engineer of general progress of repairs and overhauls being carried out.
6. If delegated by the Chief Engineer, organise the respective duties and hours of work of engineer
officers and ratings in accordance with Company procedures and/or conditions of service.
7. Keep careful account of all engine stores, tools, gears and spare parts; and ensuring that their
distribution, stowage, labelling, accounting and security are efficiently managed. He shall ensure
that stock levels are maintained at all times and if anything is lost or destroyed it is reported to the
Chief Engineer. He shall guard against wasteful practices on the part of any member in the
Engine Department. He is also to ensure that any equipment or stores sent ashore for repair or
replacement are received back onboard before leaving port (unless otherwise pre-arranged).
8. Ensure that all engine room emergency equipment, fire fighting equipment, emergency generator,
emergency bilge pumping equipment etc. are maintained in good working order and available for
immediate use. The testing and condition of such equipment is to be reported to the Chief
Engineer.
9. Ensure that all safety appliances, engine room first aid kit. remote and automatic closing devices,
operation of water-tight doors and all alarms, (audio or visual), are maintained in good working
order.
10. Ensure that all machinery spaces, workshops, stores and machinery space bilge’s are maintained
in a clean, tidy, secure and oil free condition. He is to carry out frequent inspections of all
machinery spaces, workshops and storerooms.
11. Ensure that the Engine Log Book is properly written up and maintained in a clean and tidy
condition. He shall also be responsible to the Chief Engineer for ensuring accurate records are
kept of performance data, machinery calibrations, fuel soundings, etc.
12. Attend to training of all engine room staff in fire-fighting and other emergency and damage
control duties. He shall pay special attention to training of Junior/trainee engineer and keep the
Chief Engineer well informed regarding capabilities and potential of all engineer.
13. Attend to steering engine and gear, domestic and refrigerated cargo chamber machinery under
direct supervision and guidance of Chief Engineer.
Issue No: 1
Issued By: D. P. A.
Page: 15 of 22
14. Be personally responsible for all Main Engine work, although the Third Engineer assists him with
crankcase work. He shall maintain the M/E records of inspection, details of defects noticed, work
done, calibrations carried out, results of final testing, any peculiarities and list of outstanding
work.
15. Ensure that all tools, maintenance equipment and spares are re-stored in good working order and
accounted for, after use by the engineer officer of the watch.
16. When carrying out his duties, remember that the Chief Engineer is always available to give
advice on any subject of ships machinery in which he is in doubt.
17. Be responsible for identifying potential ship hazards associated with deck operations and advising
the Master accordingly.
18. Notifying the Chief Engineer immediately of any defects which may affect ship safety or put at
risk the marine environment.
19. Ensure that when the ship is in port, either the Chief Engineer or himself shall remain onboard the
ship, in addition to the watch keeping engineer officer so as to ensure that at least one
experienced engineer officer is available onboard at all times, particularly in the event of an
emergency.
2.10 Third Engineer
The Third Engineer shall:
1. Be a watch keeping officer and shall be responsible to the Chief engineer for looking after the
machinery and its safe and efficient operation during his watch at sea or in port.
2. For purposes of maintenance, overhauls and supervision of repairs; carry out all work and duties
allotted to him by Second Engineer who is his immediate superior.
3. Be charged with the responsibility to maintain, overhaul, supervise repairs and carry out
operations pertaining to systems/equipment, but not limited to:
a. Main engine crankcase work as per instructions and guidance of Second Engineer;
b. Main engine fuel valves and cylinder cover mountings;
c. Auxiliary engines with all related accessories;
d. Emergency generator, lifeboat engines, emergency fire pump;
e. Test run lifeboat engine and emergency fire pump weekly;
f. Steam plant with all related accessories;
g. Boiler water, main engine jacket cooling water and auxiliary engine cooling water tests
and treatment (log of such tests and treatment shall be maintained); and
h. Any other work specifically allotted to him by Chief or Second Engineer.
4. Maintain an up-to-date record regarding conditions, dates brought into use, repairs carried out or
renewals done, calibration recorded and clearances maintained in regard to all above items and
submit the record to Chief Engineer every month for his perusal and signature.
5. Submit list of requirements for all items under his charge to Second Engineer well in time to
enable the latter to include such items/spares as deemed necessary in his requisitions to the Chief
Engineer.
Issue No: 1
Issued By: D. P. A.
Page: 16 of 22
6. Assist as may be required when bunkering and shall carry out any other assignment allotted to
him by the ship’s work.
7. Be of general assistance and help to Second Engineer as required by him.
2.11 Fourth Engineer
The Fourth Engineer shall:
1. Be a watch keeping officer and be responsible to the Chief Engineer for looking after the
machinery and its safe and efficient operations during his watch at sea and in port.
2. For purpose of maintenance, overhauls and supervision of repairs; carry out all work and duties
allotted to him by Second Engineer who is his immediate superior.
3. Be charged with the responsibility to maintain, overhaul, supervise repairs and carry out
operations pertaining to systems / equipment, but not limited to:-
a. Air compressors;
b. Bilge and sludge pumps;
c. Oily water separator;
d. Fresh water generator;
e. Bunker operations;
f. All quick-closing valves;
g. All sea-suction valves;
h. Transfer of fuel oil (F.O. or D.O. ) between bunker tanks;
i. Cleaning of F.O. / D.O. / L.O. filters of transfer pumps whenever necessary;
j. Regular cleaning of F.O. /D.O. filter of M. E. / A E. before booster pumps;
k. Regular cleaning of purifiers suction strainers;
l. Cleaning of bilge system suction strainers whenever necessary;
m. Purifiers and clarifiers;
n. Sounding of all fuel oil tanks (as required by the Chief Engineer) and keeping the oil
sounding record book up-dated;
o. Any other work specifically allotted to him; and
p. Maintain an up to date inventory of all lub oil, greases, fuel oil and diesel oil.
4. Maintain an up-to-date record regarding conditions, dates brought into use, repairs carried out, or
renewals and calibrations done in regards to all above items and submit the record to Chief
Engineer every month for his perusal and signature.
5. Submit list of requirements for all items under his charge to Second Engineer to enable the latter
to include such items as deemed necessary in his indent.
6. Be of general assistance when bunkering and to be of help to Second Engineer for checking stores
when same are received.
7. When handing over duties the outgoing Fourth Engineer shall make an up-to-date record of
maintenance regarding machinery, equipment for which he has been made responsible as above.
He shall also list out all tools, instruments, records, files, books, manuals that check/verify the
record and being satisfied sign it and then present same to the Chief Engineer for his counter-
signature.
Issue No: 1
Issued By: D. P. A.
Page: 17 of 22
2.12 Junior/Cadet Engineer
Junior Engineer shall be basically considered as Cadet Engineer ; as such all work allotted to him
is to be carefully watched over and supervised. Before giving him any responsibility of carrying
out an independent duty, the officer allotting work to him must satisfy himself that the Cadet
Engineer is capable and experienced in carrying out safely the assignment being allotted. Cadet
Engineer must remain vigilant at all times and show due diligence in carrying out duties/work
allotted to him.
The programme of training of Junior/Cadet Engineer should include their assignment of work in
rotation with each of the senior engineer. Certain number of days in a voyage (as decided by the
Chief Engineer) should be allotted for him to work with Electrical Engineer for overhauling/
maintaining electrical equipment.
The Junior/Cadet Engineer shall:
1. Be responsible to the Chief Engineer through 2nd Engineer for the performance of these duties.
2. Familiarise himself in the machinery lay-out, drawing and piping diagrams and in the reading of
all machinery manuals or instruction books.
3. Be given training in overhauling, repairing, cleaning, maintaining, to start with simpler machines
e.g. deck machinery (winches, windlasses, capstan, warping winches, tank washing machines,
gangway winches, galley mechanical equipment and pumps).
4. Work on project assignments as allotted from time to time and assist Second Engineer for
keeping correct inventory of stores, spares and working tools.
5. Assist senior engineer when required to keep watch-duties at sea or do night ship duty in port.
6. Carry out any duties allotted to him by senior engineer.

7. Attend and assist departure and arrival manoeuvring and stand – by in control room, as directed
by chief engineer or 2nd engineer.
8. Attend and assign to bell book entries, during manoeuvring.
9. Assist in taking sounding of tanks and computation of fuel as directed by Chief Engineer.
10. Maintain work diary and devote certain specific time for study of engineering subjects in
preparation for MOT Certificate relating to practical engineering or engineering knowledge.
11. Not to leave his place of work without permission of the Senior Engineer on watch.
12. Not leave the vessel without permission from Chief Engineer or 2nd Engineer.
Issue No: 1
Issued By: D. P. A.
Page: 18 of 22
2.13 Electrical Engineer
The Electrical Engineer shall:
1. Be responsible to the Chief Engineer for the Execution of his duties.
2. Be responsible for organising the work and discipline of staff, if any, under his charge.
3. Keep day-to-day record of all work carried out on and in connection with the electrical
equipment, machinery and lighting on board.
4. Plan preventive maintenance of all items of work submit the same to Chief Engineer for his
approval and thereafter carry out repairs and maintenance. Where he finds the need for shore
help, he shall submit his requirement to Chief Engineer.
5. Ensure safe installation, overhauling and repair of electrical work.
6. Maintain a three monthly mugger reading record (SMS/FORM-42-R0) of all power and lighting
circuits, main and auxiliary machinery, impressed anodes and individual motors. One copy of the
report shall be sent to the Company and another copy to be filed on board by the Chief Engineer.
7. Ensure emergency lighting systems, batteries or emergency generators are maintained in good
working condition and available for immediate use. The testing and condition of this emergency
equipment is to be reported to the Chief Engineer and the Chief Officer for entry in the Engine
Room, Deck and Official Log Books weekly or as per instructions.
8. Liaise closely with all department heads in order to ascertain the full requirements of the ship,
and ensure that the ship is maintained electrically in full operational order. He shall maintain
close liaison with the Chief Officer on the day to day workings of the Deck Department
especially with regard to cargo working.
9. Keep careful account of all electrical spare gear and consumable stores, ensuring that their
distribution, stowage, labelling, accounting and security are efficiently managed. He shall ensure
that stock level are maintained at all times and if anything is lost or destroyed it is to be reported
to the Chief or Second Engineer. He shall ensure that spares and stores needed for repair of
essential electrical equipment are always aboard to prevent delay of the ship. He shall guard
against wasteful practices on the part of any member of his staff or the Engine Department. He
shall ensure that any electrical equipment or stores sent ashore for repair or replacement are
received back onboard before leaving port (unless otherwise pre-arranged )
10. Ensure that any store room or workshop under his jurisdiction is kept tidy, clean, and if left
unattended, in a safe condition.
11. Prepare a monthly electrical maintenance report for submission to the Chief Engineer.
12. Advise the Chief Engineer on the aptitude and ability of staff, if any, under his control.
13. Consult the Second Engineer OR Chief Officer at all times, to ensure that no electrical work is
started which may interfere with the working of the ship.
Issue No: 1
Issued By: D. P. A.
Page: 19 of 22
14. Advise the Chief or Second Engineer immediately when any electrical machinery becomes
operationally defective, together with an assessment of the problem, limitation on performance/
safety which may arise as a result of the defect.
15. Attend engine stand-by stations in the engine control room at arrival and departure ports or during
any emergency or as instructed.
16. Generally assist with any other duties that may be allotted to him by the Chief or 2nd Engineer
from time to time, including those of watch-keeping / ship-keeping.
2.14 Bosun
The Bosun shall:
1. Carry out by appropriate deployment of deck crew, all those activities specified by the Chief
Officer. He shall decide which seafarers to use based on an assessment of number of crew needed
and the abilities and performance of individuals.
2. Monitor deck crew’s daily work ensuring same done with safe working practices.
3. Ensure that deck equipment and materials are maintained in the best possible manner.
4. Ensure that all deck stores are received, stored, kept in good conditions and levels monitored and
controlled.
5. Provide direction and leadership to seafarers, dealing where necessary with group or individual
personal attention potential problem areas.
6. Keep the Chief Officer fully informed on all crew activities bringing to their attention potential
problem areas.
7. Carry out watch standing duties as required.
8. Ensure that newly joined deck crew are made familiar with the handling of deck machinery,
specially the windlass and mooring winches.
9. Carry out any other duties assigned to him by the Master or the Chief Officer.
2.15 Able Seaman
The AB shall:-
1. Carry out bridge watch keeping duties as directed by the Chief Officer;
2. Carry out maintenance tasks as directed by the Bosun or Chief Officer;
3. Carry out any operational duties connected with cargo related activities or manoeuvring as
directed by the Chief Officer, Bosun or duty officer;
Issue No: 1
Issued By: D. P. A.
Page: 20 of 22
4. Carry out watch standing duties as directed by the officer on watch, bringing to his attention any
unusual situation;
5. Assist in carrying stores and provisions as and when required;
6. Carry out any other duties assigned to him by the Chief Officer or Bosun.
2.16 Ordinary Seaman

The OS shall:-
1. Carry out maintenance tasks as directed by the Bosun or Chief Officer .
directed by the Chief Officer, Bosun or duty officer
3. Assist in carrying stores and provisions as and when required.
2.17 General Utility Hand
The GUH shall:
1. Carry out maintenance tasks as directed by the Bosun or Chief Officer .

directed by the Chief Officer, Bosun or duty officer
2.18 Fitter
The Fitter shall:
1. Carry out maintenance and repair work including welding and machining, on mechanical
equipment throughout the ship under the direction of the 2nd Engineer.
2. Assist engineers in overhauling the machinery as directed by the 2nd Engineer.
3. Secure all tools and equipment in the workshop and keep the place clean and tidy.
4. Maintain an up to date workshop inventory informing the 2nd Engineer of any requirements.
6. Carry out any other duties assigned to him by the Chief Engineer or 2nd Engineer.
Issue No: 1
Issued By: D. P. A.
Page: 21 of 22
2.19 Greaser
The Greaser shall, as required, carry out watch keeping duties under the supervision of the
engineer on watch. During watch, he shall
1. Check, as directed by the duty engineer, the plant status; taking and logging machinery readings.
2. Bring to the attention of the duty engineer for his actions any apparent malfunctions.
3. Carry out, as directed by the duty engineer, any actions necessary to ensure smooth operations of
the engine room machinery.
In addition, the Greaser shall
4. Assist Engineers, fitter or electrician with maintenance work as directed by the 2nd Engineer.
5. Carry out cleaning and painting tasks as directed by the 2nd Engineer.
7. Carry out any other duties assigned to him by the 2nd Engineer.
2.20 Fireman
The Fireman shall:
1. Assist Engineers, fitter or electrician with maintenance work as directed by the 2nd Engineer.
2. Carry out, as directed by the duty engineer, any actions necessary to ensure smooth operations of
the engine room machinery.
3. Carry out cleaning and painting tasks as directed by the 2nd Engineer.
5. Carry out any other duties assigned to him by the 2nd Engineer.
2.21 Chief Cook
The Chief Cook shall :-
1. In consultation with the Master, plan a menu designed to make the best use of available
provisions and satisfy crew preferences.
2. Be overall in charge of all cooking activities.
3. Ensure that meals are consistently prepared in a timely and hygienic manner.
Issue No: 1
Issued By: D. P. A.
Page: 22 of 22
5. Ensure that all provisions are stored in a proper manner and the galley, provision and freezer
stores are kept in clean and hygienic conditions.
6. check prior to signing receipts that all provisions and stores are correct and in good conditions;
bringing to the notice of the Master, those items that are not so.
7. Monitor and control provision inventories, submitting requisition for additional requirements to
the Master when required.
8. Carry out any specific tasks assigned to him by the Radio Officer or the Master.
2.22 2nd Cook
The 2nd Cook shall :
1. Be the assistant to Chief Cook and shall conduct duties of the Chief Cook in his absence, or
whenever he is instructed to do so by the Radio Officer or the Master.
3. Ensure that all provisions are stored in a proper manner and the galley, provision and freezer
stores are kept in clean and hygienic conditions.
4. Carry out any specific tasks assigned to him by the Chief Cook, Radio Officer or the Master.
5. Assist in carrying stores and provisions as and when required;
2.23 Steward
The Steward shall:
1. Clean the officers (Master, C/O, 2/O, 3/O, R/O or C/E, 2/E, 3/E, 4/E, E/E ) cabins daily.
2. Prepare the officers mess room for meals and subsequently wash all dishes and utensils.
3. Clean the officers saloon and mess room daily.
4. Clean consumable stores as directed by the Chief Officer, submitting list of additional
requirements to the Master who shall include in his provision and store requisitions.
5. Serve meals and refreshments to pilots and port officials as directed by the Master and Chief
Engineer.
6. Help the Chief Cook with carrying and arranging of provisions and stores.
Issue No: 2
Issued By: D. P. A.
Page: 1 of 4
FLEET INSTRUCTION MANUAL - FIM Section – 3
3.0 Preparations for Sea

3.1 Trim and Stability
3.1.1 The C/O shall calculate prior departure, the trim and stability of the vessel as per loading
instrument /manually to ensure that the ship will have adequate stability at all times. One copy of
the calculation shall be submitted to the Master and original retained in C/O file.
3.1.2 The OOW shall take the draft of the ship before sailing to check the trim and loaded condition of
the ship. Records of readings should be retained in Arrival/Departure Condition Book.
3.1.3 The C/O shall comply with the Checklist no.3.
3.2 Watertight and Weather tight Integrity
3.2.1 When cargo operations have been completed and the ship secured for sea, the O.O.W. must carry
out a check that all sea water ingress points have been properly closed and C/O to ensure. This
includes hatch covers, hatch entrances, sounding pipe covers, sighting port covers, weather tight
doors and any other features of a particular ship. Deck cargo, cranes/derricks and any other loose
objects lashings should also be checked at the same time. This check must be reported to the
Master and entered onto the bridge Checklist no.3.
3.2.2 When the ship is well clear of the berth / channel and it is safe to secure the anchors, the C/O
must check the lashings, the spur ling pipe covers and also the chain locker doors. This check
must also be reported to the Master, and entered onto the bridge Checklist no.3.
3.3 Testing Bridge Equipment
3.3.1 The OOW shall carry out testing of bridge equipment as per Check list no.4 at least one hour
prior departure.
3.4 Charts and Nautical Publications
3.4.1 Charts on ships have been grouped into standard folios based on the area covered by the
appropriate Admiralty Sailing Directions. Additional charts can be ordered if the Master
considers these to be necessary.
3.4.2 The allocation of folios to a ship shall be as per the current and anticipated trading pattern of the
ship.
3.4.3 Other nautical publications will be supplied depending upon the area covered by the folio
allocation.
3.4.4 An index of charts and nautical publications is supplied to each ship to assist in keeping the charts
in the correct folios and as an aid to making corrections.
3.4.5 Admiralty Notices to Mariners are sent to all ships each week. In addition, a list of corrections
affecting the charts in the Company folios produced by the Chart Agent is sent to all ships each
week.
Issue No: 2
Issued By: D. P. A.
Page: 2 of 4
3.4.6 The Master must ensure that the charts and nautical publications are corrected in accordance with
Section I of the Notice to Mariners and the Mariners Handbook (NP100) Chapter 1.6. Preferably
the chart corrections should be made with magenta ink, but pencil corrections are acceptable as a
temporary measure. When the chart has been corrected the correction number must be inserted in
the space provided on the chart. Under no circumstances must the correction number be inserted
if the correction has not been made.
3.4.7 Every correction relating to any Admiralty Sailing Directions, Admiralty List of Lights and Fog
Signals or Admiralty List of Radio Signals carried by the ship is to be completed. Weekly
numbers must be initialled by the 2/O at the front of the Light Lists and Radio Signals.
3.4.8 Temporary and Preliminary Notices relating to charts by the ship are to be retained in a file or
book dedicated to (T) and (P)s. Charts affected by such notices need not be corrected, but the
chart must be clearly marked to indicate that a (T) or (P) notice applies.
3.4.9 Once all applicable corrections have been completed, the correction summary sheet must be
marked ‘COMPLETED,‘signed and dated by the officer completing the corrections, and
countersigned by the Master. The signed sheet should then be placed in a dedicated loose leaf
folder. The completed correction summary sheets and the completed weekly Admiralty Notices to
Mariners should be retained for a minimum of one year before disposal.
3.4.10 On board ships operated by the Company, the Second Officer is the "navigating" officer and as
such is responsible to the Master for the maintenance of charts and nautical publications.
3.4.11 Prior to sailing, the Navigating Officer will ensure that the relevant voyage charts are corrected
up to date and course are laid off in accordance with the Passage Plan. Records should be kept in
the bridge Checklist no.2.
3.5 List of Publications
3.5.1 Each vessel has a list of publications which details those publications the Company wishes to
maintain.
3.5.2 Any missing or damaged publications must be notified to TM at the earliest opportunity.
3.5.3 The company will issue or withdraw publications when necessary. List of publications will be
amended to reflect any changes made.
3.5.4 Any publication on board the vessel that do not appear on the relevant list of publication is
uncontrolled and are marked as such.
Issue No: 2
Issued By: D. P. A.
Page: 3 of 4
3.6 Passage Planning
3.6.1 All passage are to be properly planned prior to the ship’s departure from port.
3.6.2 The plan is to be made out on the Passage Plan Checklist no.2 by the Second Officer and
approved by the Master covering the entire voyage from berth to berth.
3.6.3 This planis to be signed by the Navigating Officers prior to sailing to verify their understanding
and compliance.
3.6.4 The passage plan is to be displayed on the chart table for the reference of the Watch keeping
Officers throughout the passage.
3.7 Harbour Stations
3.7.1 The crew should be called to harbour stations as directed by the Master.
3.7.2 The crew members duties at harbour stations will be as described during the familiarisation
process.
3.7.3 The ship will be singled up in accordance with the Master‘s instructions prior to manoeuvring off
the berth.
3.7.4 It is imperative that the Master is informed promptly when the propeller is clear of ropes and
obstructions.
3.8 Fatigue
3.8.1 The Officer in charge of the first watch when leaving port should be adequately rested prior to
going on watch to ensure that a safe and efficient watch is maintained. This is necessary from a
health, as well as a safety consideration.
3.8.2 The Master and chief Engineer are expected to interpret this requirement in a reasonable manner
and with the safety of the crew and ship firmly in mind. Masters must make suitable watch
arrangements to ensure an adequate amount of rest is maintained as per STCW while maintaining
a reasonable momentum of work.
3.8.3 Record of working and rest hours shall be maintained by the Chief Officer and 2nd Engineer using
company form SMS/FORM-23-R0 and retained on board.
3.8.4 The limits on hours of work or rest shall be as follows as per STCW 2010 Manila Amendments:
a) maximum hours of work shall not exceed:
1) 14 hours in any 24-hour period; and
2) 72 hours in any 7-day period;
Or
b) minimum hours of rest shall not be less than:
1) 10 hours in any 24-hour period; and
2) 77 hours in any 7-day period.
Hours of rest may be divided into no more than two periods, one of which shall be at least 6 hours
in length, and the interval between consecutive periods of rest shall not exceed 14 hours.
Issue No: 2
Issued By: D. P. A.
Page: 4 of 4
3.9 Master's Discretion
3.9.1 Before sailing, the Master will receive reports from the Chief or Second Officer concerning the
bridge equipment test, weather tight and watertight integrity, crew aboard and
stowaway’ssearch.He will also Receive reports from C/E concerning E/R machineries for
proceeding to sea.
3.9.2 The Master will also consider whether he and key members of his crew are sufficiently rested to
carry out their seagoing duties in a safe and efficient manner.
3.9.3 Based on these reports, and consideration of the weather information, he will decide whether or
not to proceed. Should he decide against sailing for technical or personnel reasons he should
inform the TS.
3.9.4 The decision on whether or not to sail is entirely the responsibility of the Master as long as the
Safety is concerned.
Issue No: 1
Issued By: D. P. A.
Page: 1 of 8
4.0 Shipboard Operations – Deck

4.1 Master’s Standing Orders
4.1.1 The Standing Orders issued by the Master are to be considered as part of these Fleet Instructions.
4.1.2 The Standing Orders and any amendments must be read by all deck officers who will
acknowledge they have done so by dated signature on the page of the Standing Orders provided
for that purpose.
4.1.3 Standing Orders must not conflict with Fleet Instructions.
4.1.4 The Master may issue Night Orders on as " as required basis". Each O.O.W. will read and sign
the book when coming on watch.
4.2 Emergency Drills
4.2.1 Drills to be held as a minimum in accordance with SOLAS requirements.
4.2.2 Drills to be recorded in the Official Log Book and Deck Log Book.
4.2.3 Analysis of drills to be held at safety meetings.
4.3 Inspections by Master and Senior Officers
4.3.1 The company attaches great importance to the maintenance of a high standard of the cleanliness
in the crew accommodation. The inspections shall be carried out as follow:
1. Weekly inspections of the accommodation, galley and storerooms by the Master and
Safety Officer.
2. Monthly inspections by the Master and Chief Engineer.
3. Reports forwarded to TS who will pass them to responsible person for action.
4.4 Medical Arrangements
4.4.1 2/O is responsible for providing first aid to all crews and maintaining records in the Medical log
Book. He shall also maintain medical supplies on board in accordance with statutory
requirements and maintain records.
4.4.2 The medical locker shall be locked away except when in use.
4.5 Fitness for duty
1. All Officers and crew to have current Medical certificate.

2. All ships to be manned with medically fit seafarers in accordance with national and
international requirements.
Issue No: 1
Issued By: D. P. A.
Page: 2 of 8
4.6 Drug and Alcohol Policy
The Company’s Drug and Alcohol Abuse Policy applies to all sea and shore personnel who may
sail on, visit the Company’s vessels, owned and or managed and work in the office embraces.
4.6.1 Drugs
The misuse of legitimate drugs or the use, possession, distribution or sale of illicit or unprescribed
controlled drugs ashore or onboard ship or by shore staff/crew members on leave is prohibited.
The Company will not employ any persons who are users of or have a recent record of the use of
illegal drugs or have abused the use of prescribed drugs. Any employee found in contravention of
the Company’s drug policy will be instantly dismissed and handed over to the appropriate
authorities for prosecution. All are reminded that in certain countries possession of illegal drugs
can result in the DEATH PENALTY.
4.6.2 Alcohol
The use, possession, distribution or sale of Alcohol on board ship is prohibited. Any employee
found in contravention of the Company’s Alcohol policy will be instantly dismissed and handed
over to the appropriate authorities for prosecution
Seafarers are advised to report to the Master of any illegal activity of Drug and Alcohol on board
who would take appropriate action.
4.6.3 Tobacco
Tobacco smoking is a health hazard.

Smoking is only permitted in Designated places as authorised by the Safety Officer.
4.7 Entry into enclosed spaces and Hot Work- Permit to work
4.7.1 Entry into enclosed spaces and Hot Work shall only be permitted in accordance the Code of Safe
working Practices for Merchant seamen
4.7.2 Where appropriate the space to be entered should be proved gas free and oxygen sufficient before
entry. The procedure outlined in the Checklist no. 20 for entry into enclosed space shall be
complied with and an Enclosed space permit should be issued by Safety Officer.
4.7.3 The Safety Officer must supervise the preparations, the work itself and he must ensure that the
necessary back up arrangements are in place.
4.7.4 Hot work permits are also required when such work is carried out anywhere on ship whenever
there is a possibility of fire or explosion cause by accumulation of hydrocarbon gas or
combustible materials. Procedure for Hot work permit is outlined in Checklist no. 21.
4.7.5 Before any work can commence the Enclosed Space Entry Permit and, if appropriate, Hot Work
Permit shall be issued and signed by a responsible officer in charge, and approved and signed by
Safety Officer.
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Issued By: D. P. A.
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4.7.6 Should any doubt exists as to the safety of the atmosphere of the enclosed space, a qualified
person from ashore should be engaged to carry out the appropriate test.
4.8 Fire Prevention

4.8.1 Fire is potentially the greatest hazard on board ship. The risk is ever present and can only be
reduces by constant vigilance, good house keep in and safe working practices combined with
training in the prevention and fighting of fires.
4.8.2 High standard of cleanliness must be maintained throughout the ship to reduce the risk of fire.
4.8.3 All fire fighting appliances (F.F.A) must be regularly inspected and maintained in a state of
constant readiness. Access to all F.F.A. and fire escapes must be kept clear at all times.
4.8.4 Flammable materials e.g. paint, solvents, oils, lifeboat fuel must not be stowed in areas not
approved for such storage.
4.9 Anchors and Cables

4.9.1 Anchors and cables are expensive items of equipment that are difficult to replace at short notice
and should therefore be treated with great care.
4.9.2 When weighing anchor, the windlass speed should be reduced when the anchor is off the sea
bottom. When clear of the water, the anchor should be gently eased onto its stowage position.
Failure to take the operations slowly results in undue strain being placed on the cable, windlass,
hawse pipe and adjacent plating.
4.9.3 An inspection of the cable links and shackles must be carried out regularly and defects reported
immediately. Particular attention should be paid to the security of the shackle pins. When cables
are ranged in dry docks, a check must be made that the inboard ends are secured in the chain
locker, and the length are properly marked.
4.9.4 It is essential that when proceeding to sea, the chain locker doors and spur ling pipes are
efficiently closed. The Chief Officer shall ensure that this has been carried out.
4.9.5 When proceeding to sea, the anchors and cables must be properly secured. The windlass brake
should be tightened, the cable clamped in the compressor and finally all secured with the devils
claw. Any deficiencies in the equipment must be reported immediately. If there are in any doubt
about the effectiveness of any of the equipment, a lashing between two cables should be
employed as a safety precaution.
4.9.6 Under no circumstances must moorings ropes be left on the windlass drum ends. This unsafe
practice leads to undue strain being placed on the windlass shaft and bearings.
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Issued By: D. P. A.
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4.10 Declaration to Customs
4.10.1 The Master must make all reasonable steps to ensure that all dutiable items purchased aboard are
declared by the crew on the Port Declaration form. A completed form is required by the agent
when reporting the vessel to Custom at the first port of call in each country a vessel visit TS. The
declaration for is particularly important when arriving at a European Community port from
elsewhere.
4.10.2 Before arrival, the vessel should be searched for contraband, in particular for drugs and banned
substances. The search should be carried out by Chief Officer and 2nd Engineer and report to the
Master. The Master shall make an entry in the official log book. Failure to show that reasonable
steps have been taken to look for illegal substances can result in heavy fines for the Master and
the Company should any thing be found by Customs search.
4.11 Quarantine
The Port Health Officer must be informed if a crew member is suffering or is believed to have
contracted a contagious or infectious disease.
4.12 Animals
It is an offence to import animals into most of the countries without the prior consent of the
authorities. This is unlikely to be given and Masters must ensure that animals are not carried on
the vessels.
4.13 Handing Over Charge

4.13.1 When a Master is to be relieved, he shall prepare Protocol of Handing Over Command of Vessel
form (SMS/FORM-04-R0), which shall be verified by the joining Master. The form also indicates
confirmation from the joining Master that he has been appraised of the vessels operational status,
is familiar with relevant safety and operational features of the vessel and has assumed command.
4.13.2 The form is to be completed in duplicate, the original is forwarded to the TS, and other copy is
attached to the Master Change of Command file.
4.13.3 Chief Officer, 2nd Officer and 3rd Officer shall also hand over the charges to the relieving officer
along with the inventory of the items in possession with any special note and countersigned by
the Master. The original report shall be retained on board by the relieved officer, while the other
copy retained by the Master.
4.14 Ship Accident Handling
Ship accidents often involve complicated legal disputes and huge amount of claims, the evidences
collected by master after accident are accident are extremely important for handling of the case.
This sub-section lists the accident handling instructions for reference.
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Issued By: D. P. A.
Page: 5 of 8
4.14.1 Types of accident
a. collision, stranding, grounding, contact damage, wave damage.

b. fire or explosion.
c. loss or damage of machinery, accessories and hull affecting seaworthiness of ship.
d. natural disaster.
e. accident causing floating or underwater structures or equipment damage.
f. oil pollution.
g. sinking or missing of ship.
h. personal injury.
i. cargo damage or shortage.
j. others.
4.14.2 Document TS and materials:
On the whole, the contents of documents should be brief and concise, documents include:
1. note of protest.
2. accident report
3. statement of facts
4. abstracts of deck log book and engine room log book, necessary attachments and nautical
charts.
5. bell book.
6. course records.
7. communication records
8. substance evidence.
9. photos or video tapes.
10. statements and reports of accident responsible parties and witnesses.
4. other necessary evidences required in different accidents.
4.14.3 Handling Instructions:
Master or responsible person on board may decide how to deal with accident in accordance with
the situation in order to protect human life, minimise property loss or damage. The following
instructions may provide a general guide:
1. To ascertain the nature of the accident, the extent of damage and to judge the extent of
impact over crew and ship;
2. To adopt all possible measures to save life, minimise loss, prevent damage to deteriorate;
3. To prepare collision liability notice, in case of collision, and to have same acknowledged
by the opponent;
4. To immediately report to the Company(Shipboard Emergency Report Form SMS/FORM-
20-R0), the contents of the report should mainly include:
i. Name of ship
ii. Ships position (lat./long, brg, port/berth)
iii. Cargo
iv. Ports to and from
v. Nature of casualty (collision, grounding, fire, oil spill, etc)
vi. Nature and extent of damage
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Issued By: D. P. A.
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vii. Name of chatterer or agent with any contact names and after hours or emergency
phone numbers
viii. if third party or parties are involved, give all of them notice and obtain their
ship’s name, flag state, owner, operator, agent and their address, telephone, fax,
telex, where from and where to, casualty, if any, damage extent of ship and
cargo.
ix. Any casualties or fatalities
x. Nature of any services required (towage, helicopter, lifeboat, medical, fire, etc).
xi. Services already summoned
xii. National, local or any other authorities or agencies already informed
xiii. State of weather and sea, present and forecast
xiv. Other relevant comments
xv. Date and time of report.
In the event of a spillage of cargo or bunkers the following items should be added:
xvi. Type of oil or cargo spilled

xvii. Cause of incident, if known e.g. overflow, burst hoses, hull damage, etc
xviii. Estimate of quantity spilled
xix. Estimated current rate of spillage
xx. Whether clean up has been attempted by ship or a third party.
5. To hold the opponent liable for accident;
6. To make a note of protest and other related materials;
7. To apply for survey or let the Company to do so.
i. Classification survey to confirm ship class is maintained;

ii. Underwriter’s survey to ascertain the extent of damage;
iii. Public notary survey.
8. To properly deal with the inquiries of local port authorities, and assign specific person to
do this;
9. To prepare for lawyer’s examination;
10. To well understand the situation, check the information, analyse responsibility so as to be
reasonable and advantageous.
11. Must not disclose any information or handover any documents to any person unless
authorized by TS, P& I Club or Company Lawyer.
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Issued By: D. P. A.
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4.15 Helicopter operations
Transfer of personnel or stores to or from ships by helicopter must be conducted according to the
safety standards published by the International Civil Aviation Organization (ICAO)
The most important factor in the successful conduct of safe helicopter operations is good
communications. This means full understanding and agreement on a clear and simple plan both
prior to and during operations between the ship’s Master and the helicopter pilot. The Master is
responsible for the overall safety of the ship and may stop or curtail operations at any time for
reasons of ship safety. Clearance for a specific helicopter operation and permission for the
helicopter to land on board are given at the discretion of the Master.
The helicopter pilot is responsible at all times for the safety of the helicopter. In order to carry out
their respective responsibilities the helicopter pilot and ship’s Master must agree on the proposed
operation before it is completed.
Detailed instructions relating to helicopter/ship operations are contained in the

international chamber of shipping “guide to helicopter/ship operations” publication
which should be understood prior to any operation being carried out. As guidance, a
checklist on helicopter and ship operation can be found in checklist and forms manual –
checklist 30 R1.
4.15.1 Operational instructions:
Deck party
1. The deck party should normally consist of the minimum number of persons commensurate
with the particular operations, with an officer in charge. One member of the deck party
should be briefed before the operation as verbal communications will be difficult due to
noise. The deck party should wear bright colored jackets, protective non-slip shoes and
protective head gear with chin straps.
2. The officer in charge should carry a portable VHF transceiver to maintain communications
with the bridge.
3. Hook handlers should wear strong rubber gloves and rubber soled footwear to avoid danger
of shock from static electricity that may have accumulated in the hook.
4. Where possible the helicopter crew will endeavor to “earth” the hook by touching the sea
surface prior to operations.
Fire Fighting
A firefighting party should be standing by clear of, but close to the operiating area. The
following equipment should be ready for immediate use: (Reference SOLAS Ch. II-2,
Reg. 18-5).
1. At least two dry powder extinguishers having a total capacity of not less than 45 kg;
2. Carbon dioxide extinguishers of a total capacity of not less than 18 kg or equivalent
see footnote;
3. A suitable foam application system consisting of monitors or foam making branch
pipes capable of delivering foam to all parts of the helideck in all weather conditions
in which helicopters can operate;
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Issued By: D. P. A.
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4. At least two nozzles of an approved dual-purpose type (jet/spray) and hoses sufficient
to reach any part of the helideck;
5. Two sets of fire-fighter’s outfits; and
6. At least the following equipment shall be stored in a manner that provides for
immediate use and protection from the elements:
a) Adjustable wrench
b) Blanket, fire resistant;
c) Cutters, bolt, 60 cm;
d) Hook, grab or salving;
e) Hacksaw, heavy duty complete with 6 spare blades;
f) Ladder;
g) Lift line 5mm diameter x 15 m in length;
h) Pliers, side-cutting;
i) Set of assorted screwdrivers; and
j) Harness knife complete with sheath
Operating area
The officer in charge of the deck party should ensure that:
1. Any store, freight or mails to be dispatched with the helicopter are clear of, but
convenient to the operating area.
2. Any passenger leaving with the helicopter, are clear of, but convenient to be
operating area.
3. If stores are to be discharged, that documentation can be speedily dealt with.
4. If the helicopter is hovering while transferring stores or personnel, the winch hook is
never attached to any part of the shop.
5. All loose objects adjacent to the operating area are secured.
6. Correct lighting and signals switched on prior to night-time operation.
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Issued By: D. P. A.
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5.0 Shipboard Operations – Engine Room

5.1 Chief Engineer's Standing Orders
The Chief Engineer should draw up Standing Orders detailing requirements with regard to
precautionary measures, emergency instructions and safe working practice. The Standing Orders
and any amendments must be read by all Engineer Officer who will acknowledge they have done
so by dated signature on the page of the Standing Orders provided for that purpose.
5.2 Familiarisation of Engineers

All Engineer Officer shall make themselves familiar with the operating procedure of the
machinery before operation. When joining vessel, the Engineer Officer shall comply with the
Familiarisation Check List no.1.
5.3 Main Engine(s)
5.3.1 Starting and stopping main engines
In all cases, the Chief Engineer's standing orders and manufacturer's instructions should be
followed on warming through, starting and slow building up of speed on "Full Away", in order to
avoid thermal stresses. Care should be taken on stopping and due consideration given to the
continued circulation to avoid the possibility of too rapid cooling.
5.3.2 Emergency Stop
Under normal operating conditions, the propulsion unit would be under bridge control. However
should a situation develop with the main engine, the watch keeping engineer should take
appropriate action. If this involves stopping the engine, the bridge should be informed and the
engine control taken before doing so. In an emergency engine should be stopped and the bridge
contacted as soon as possible.
5.4 Stand-by-Procedure
Adequate reserves of power should be made available for steering and other requirements.
Log entries should be made recording the starting and stopping of engines, switching over from
engine to bridge control (and vice versa), and any relevant bridge orders.
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Issued By: D. P. A.
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5.5 Engine room Auxiliary Machinery
5.5.1 General
The operating conditions and parameters are set by the manufacturer operating manuals. In
addition, instruction of Tech. Superintendent shall be followed.
Due consideration should always be given to the operational efficiency of the engine room plan
and whether additional machinery should be employed to share the load.
5.5.2 Auxiliary Engines

Whether one or more alternators should be coupled to the switchboard is governed by the
requirement for the efficient and economic running of the generating plant and the need to cover
peak loads and load surges, as well as giving due consideration to the safety of the vessel.
If there is danger of serious damage being done to an alternator or its prime mover, there should
be no delay in shutting down the machine concerned. The ship should be blacked out if necessary.
The OOW should be consulted beforehand if the time permits, however the safety of personnel
and of the ship must be the primary consideration.
Engineers should make themselves familiar with all information available on the relevant engine.
This may be in the form of service bulletins, manufacturer manuals, Company memorandum etc.
Operation should be in accordance with the manufacturer requirements unless specific
instructions to the contrary are given by the Tech. Superintendent.
5.6 Testing
5.6.1 All manoeuvring equipment, controllable pitch systems, steering gear and telegraphs are to be
tested by an Engineer prior to sailing. Any defects shall be reported and rectified immediately.
5.6.2 When the main engines has been closed up after repairs or inspections or before getting ready for
sea, the lubricating oil; system must be pressurised and the engine turned on air or barred over
before starting. The Master or his deputy should be informed and tests shall be carried out as per
F.I.no. 9.18.
5.6.3 The steering gear should be checked for leaks and correct operation before making the engine
ready for sea; before entering restricted water and when changing over the steering units.
Communication between steering gear compartment and the bridge should be checked at the
same time. Full rudder movement to port and starboard should be checked and the bridge
informed of the actual rudder position to check the rudder angle indicators.
5.7 Alarms and other Safety devices
5.7.1 Alarm systems are to be fully understood by watch keeping and duty engineers. Alarms should
never be disabled or muted. When an alarm sounds, immediate investigation is to be made and
action taken to remedy the situation. All Engineers new to the ship should be familiar with the
nature and function of the monitoring systems.
5.7.2 Watch safety alarms, when fitted, should be used according to the manufacturer’s
instructions and must be operated whenever any engineer visits the engine room.
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Issued By: D. P. A.
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5.7.3 Safety valves and trip gear should never be gagged except for the test purposes, when the gag
should be removed immediately afterwards. Governor should be checked and maintained to
ensure correct and efficient operation.
5.7.4 Fuses and overloads should be well maintained. If any fuses blow regularly or overloads operate
frequently, the cause must be investigated. Do not use larger fuses or raise overload settings
without first consulting the Tech. Superintendent.
5.8 Machinery failure
Any failure of machinery which could result in the delaying of a vessel or render its operation
unsafe, should be reported to the Master and DPA immediately. The failure should be recorded
on NCR form.
5.9 Fuel - transfer and separation
5.9.1 When transferring fuel oil within a ship, care should be taken to ensure that any deck discharge
valve from the fuel oil transfer pump is properly closed and secured against accidental discharge.
The blank flanges provided should be fitted and secured at all times when the deck discharge
lines are not in use.
5.9.2 The engineer transferring should satisfy himself that the air vent pipes are clear and in order.
Frequent soundings and ullages should be taken whilst transfer operations are in progress.
5.9.3 Communication method should be established and tested prior transferring.
5.9.4 Oil dispersing and fire fighting equipment should be made ready for any accidental spillage.
5.9.5 During transferring operation, pipe lines, valves, sounding pipe and air vents should be monitored
for any leakages.
5.9.6 Fuel oil is produced on the basis of widely varying crude oils and refinery process. Due to
incompatibility, such fuel may occasionally tend to be unstable when mixed, for which reason
mixing should be avoided as far as possible. A mixture of incompatible fuel in the tanks may
result in rather large amount of sludge being taken out by the purifier or even lead to purifier
blocking. Inhomogeneity in the service tank can be counteracted by re-circulating the content TS
of the tank through purifier.
5.9.7 Fuel oil should always be considered as contaminated upon delivery and should therefore be
thoroughly cleaned to remove solid as well as liquid contaminants before use. The solid
contaminants in the fuel are mainly rust, sand, dust and refinery catalysts. Liquid contaminants
are mainly water, i.e., either fresh water or salt water.
Impurities in the fuel can cause damage to fuel pumps and fuel valves, and can result in increased
cylinder liner wear and deterioration of the exhaust valve seats. Also increased fouling of gas
ways and turbocharger blades may result from the use of inadequately cleaned fuel oil.
Effective cleaning can only be ensured by using a centrifuge. To obtain optimum cleaning, it is of
the utmost importance that the centrifuge is operated with as slow a fuel oil viscosity as possible,
and that the fuel oil is allowed to remain in the centrifuge bowl for as long as possible.
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Issued By: D. P. A.
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5.9.8 On completion of the operation, all lines, valves, sounding pile, air vents etc. should be checked
again for confirmation and oil dispersing and fire fighting equipments stowed in place.
5.9.9 In case of oil spill, F.I. no 9.15 shall be complied with.
5.9.10 For transferring fuel oil, the engineer officer shall comply with Checklist no. 19 .
5.10 Bilges
5.10.1 The bilges in the engine room should be pumped out regularly to avoid unnecessary free- surface
effect and to prevent any risk of fire if the water is particularly oily. The bilges must be pumped
into the holding tanks, or ashore, or overboard after passing through an approved separator. In
later case, MARPOL 73/78 to be complied with.NO BILGES are allowed to be pumped
overboard while vessel is in port. The bilge overboard discharge valve shall be kept shut and
secured under lock and key in port.
5.10.2 The pumping of engine room bilges, whether over side through the separator or to a reception
facility, must be recorded in the Oil Record Book.
5.11 Disposal of waste oil

5.11.1 Oily mixture from engine room bilges or elsewhere must not be pumped over the side in port.
The Chief Engineer must ensure that measures have been taken to prevent inadvertent discharges
5.11.2 Any waste oil shall be place in the drum along with any cleaning material, safely and securely for
disposal ashore.
5.12 Soundings
Tank soundings should be accurately taken and recorded on the sounding board. Any
discrepancies should be reported to the Chief Engineer. Fuel, lubricating oil and water tanks
should be sounded daily and these soundings made available to the bridge for stability purposes.
Cofferdam and void spaces are also to be regularly sounded and recorded.
5.13 Fire precaution in machinery spaces

5.13.1 Every effort must be made to reduce the risk of fire to the lowest level. Careful and thorough
inspections, proper cleaning, maintenance and operational procedures coupled with thorough
training are the best means of preventing the occurrence of fire. Combustible material such as
oily rags, and waste must not be allowed to accumulate outside the proper receptacles. Waste bins
are to emptied at frequent intervals.
5.13.2 It is particularly important to prevent any accumulation of oil, which may constitute a fire hazard.
Tank tops are to be kept as clean as practicable. The engineers on watch or on duty is to regularly
inspect all accessible places within the machinery spaces of the ship. Action must be taken to cure
any leakages of oil and to clean up any spillage.
5.13.3 A regular inspection is to be made by watch keeper of all pipe work carrying oil, especially where
a leak or burst oil may spray on to heated surface or ignition source. Connections and securing
devices of electrical equipment should be checked to be tight. Any oil soaked lagging is to be
promptly removed and renewed. Any flammable stores such as rags or wastes or drums of oil and
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Issued By: D. P. A.
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paints must be securely stowed in a space away from any ignition sources. Ready use bins for waste and
rags should be fire proof.
5.13.4 Any precautions the Master or Chief Engineer deem necessary to reduce the risk of fire should be
incorporated within the standing orders.
5.13.5 All crew member must be familiar with the sound of and means of activating the fire alarm. Each
manual call point and detector head should be tested at least once every three months and
recorded in the relevant test sheet.
5.14 Safety checks
The 2nd Engineer shall carry out a safety check on the following during drill in every month in the
engine room and make a log entry to this effect:
1. Fire fighting equipment;

2. Fire protection equipment;
3. Life saving and safety equipment;
4. Emergency equipment.
5.15 Welding
5.15.1 Welding and flame cutting operations carried out in area other than the workshop shall be subject
to "Permit to work ". Operators shall be competent and familiar with the equipment, protective
clothing must be worn and precautions taken against fire. The Second Engineer is responsible for
maintaining the equipment and ensuring the correct stowage and sufficient supply.
5.15.2 Welding operations must not be carried out on classified machinery and equipment, such as
boilers, steam generators, pressure vessels etc.
5.16 Handover of Charge
5.16.1 When a Chief Engineer is to be relieved, he shall prepare Protocol of Handing Over Charge In
Engine Room (SMS/FORM/05-R0) which shall be verified by the joining Chief Engineer. The
report form also indicates confirmation from the joining Chief Engineer that he has been
appraised of the vessels operational status, is familiar with relevant safety and operational
features of the vessel and has assumed charge.
5.16.2 The form is to be completed in duplicate, the original is forwarded to the TM, and other copy is
attached to the Chief Engineer handing over charge file.
5.16.3 2nd Engineer, 3rd Engineer, 4th Engineer and Electrical Engineer shall also hand over the charges
to the relieving Engineer along with the inventory of the items in possession with any special note
and countersigned by the Chief Engineer. The original report shall be retained on board by the
relieved officer, while the other copy retained by the Chief Engineer.
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Issued By: D. P. A.
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6.0 Operations at sea – Navigation
Observance of the International Regulations for the Prevention of Collision at sea is an absolute
company requirement. Copies of the regulations have been supplied to all ships and master
should ensure that these are kept on the bridge and accessible to all officers and trainees.
All ships will observe the Traffic Separation Schemes (TSS) adopted by the International
Maritime Organisation (IMO) and specified in the Annual Summery of Admiralty notices to
Mariner. Conduct of ships when joining , leaving or navigating within a TSS shall be strictly in
accordance with the COLREGS.
Instructions given in deck log book shall be consulted.
6.1 Responsibility of the Master
6.1.1 The Master is responsible at all times for the safe navigation of the ship. He must draw up his
own Standing Orders setting out his detailed requirements for the safe navigation and conduct of
the ship.
6.1.2 Before retiring for the night when at sea, the Master will write any additional instructions relating
to a particular passage in his Night Order Book. Each OOW will read and sign the book when
coming on watch.
6.1.3 If the Master considers the safety of the ship is at risk, he should personally take charge of the
bridge. In doing this he must clearly inform the OOW that he has assumed control and until he
does so the OOW must remain in charge regardless of the Masters presence on the bridge. When
Master assumes control the OOW must continue to carry out his navigational and other duties as
required for the safety of the ship.
6.1.4 If as a result of bad weather, restricted visibility or any other reason, the Master considers his own
or his crews efficiency is seriously impaired by fatigue, he should take the vessel to a suitable
anchorage, or in extreme cases, a port of refuse and should not continue the voyage until he feels
it safe to do so. He must keep the TM, fully aware of the movements of the vessel.
6.2 Watch Arrangements
The composition of the watch, including the requirement for lookout(s), shall at all times be
adequate and appropriate to the prevailing circumstances and conditions.
When deciding the composition of the watch on the bridge, the following points are among those
to be taken into account:
1. At no time shall the be bridge be left unattended;

2. The weather conditions, visibility and whether there is daylight and darkness;
3. The proximity of navigational hazards which may make it necessary for the officer of the
watch to carryout additional duties;
4. The use and operational condition of navigational aids such as radar or electronic position
indicating devices and other equipment affecting the safe navigation of the vessel;
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Issued By: D. P. A.
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5. Whether the vessel is fitted with automatic steering;
6. Any additional demand on navigational watch that may arise as a result of special
operational circumstances.
6.3 Bridge watch keeping

6.3.1 The attention of Masters and deck officers is drawn to M1102 " Operational Guidance for officers
in charge of a navigational watch". The guidance should be interpreted and used in a sensible
manner bearing in mind the particular circumstances and the requirements of Good Seamanship.
6.3.2 When a ship is underway or at anchor, the bridge must be in the charge of a deck officer, the
Officer Of the Watch.
6.3.3 The OOW shall ensure that all the navigational equipment operating manuals are easily available
to the user. He shall be thoroughly familiar with the use, including their capabilities and
limitations of all electronic navigational aids on board.
6.3.4 When within sight of other ships, it should not be assumed that they are being navigated in a
responsible and efficient manner, and early thought must always be given to the possible need to
take avoiding action.
6.3.5 Familiarity with the usual coastal routes must not be allowed to develop into a false sense of
security and the same safe guards should be maintained as though navigating in unfamiliar water.
6.3.6 The O.O.W. should bear in mind that the main engine and whistle are at his disposal and he
should not hesitate to use them in case of need. O.O.W are reminded that when manoeuvring to
the in a close quarter situation and vessels are in sight of one another, the use of sound signals as
required by the COLREG 34. The officer of the watch should be aware of the manoeuvring
characteristics and capabilities of the ship, particularly in respect of turning circle and stopping
distances.
6.3.7 All alterations of course, whether for collision avoidance or for other reasons, shall be made to
give the approaching vessels a wide birth and clear indication of intentions. This is best achieved
by altering course in good time as broadly as circumstances permit. Speed may also be reduced
and in some cases can be the preferable option. Considerations should always be made to the
limitations of larger vessels, vessels constrained by their draught and vessels restricted in her
ability to manoeuvre.
6.3.8 The O.O.W should particularly aware of the effect of wind and tide when passing to windward or
up tide of banks, navigational marks or anchored vessels. These effects can be particularly strong
during spring tides or when the vessel is proceeding at slow speed.
6.3.9 The O.O.W. should also be aware of the effect of interaction when passing close to other vessels,
of the ship's manoeuvring characteristics in shallow water and the effect of squat.
6.3.10 The ship's position to be fixed at a regular intervals, the frequency will be determined by the
proximity to danger and necessity to alter course. The position shall be marked on the chart and
the times of passing important points must be recorded in the deck log book. Whenever possible
each position shall be checked using another means of position fixing. Total reliance on
electronic system must be avoided.
Issue No: 1
Issued By: D. P. A.
Page: 3 of 18
6.3.11 In particular, the O.O.W must fix the ship's position as accurately as possible when making a
landfall or prior to entering a restricted channel. In all cases the most suitable chart of the largest
scale available must be used.
6.3.12 The O.O.W. must be aware of the likelihood of encountering small craft. Some of these craft may
be poorly lit or not lit at all at night. Small boats used for fishing in inshore waters are particularly
difficult to detect in poor visibility because they make poor radar targets.
6.3.13 The track laid down on the chart shall be followed subject to the need for alterations of course for
collision avoidance: to ease motion in heavy weather: or to comply with Master's special
instructions.
6.3.14 It may be necessary to draw a new course line should it be found that the vessel has deviated from
the original line. In this case care should be taken that the new course is both safe and proper and
the causes of deviation have been considered.
6.3.15 The O.O.W. must ensure that an efficient lookout is kept all around the horizon by hearing as
well as sight.
6.3.16 Even if the Master is in charge of the bridge at the time, the changeover of the O.O.W. shall be
carried out in a proper and efficient manner
6.3.17 The O.O.W. shall check the compass error regularly. The compasses fitted aboard shall be
compared and the errors ascertained shall be entered in the Compass Error Book.
6.3.18 The conduct of vessel in a Traffic Separation Schemes (TSS.) is governed by COLREG 10.
Nevertheless, the provisions of all other COLREGS apply with a TSS. on the same basis as they
apply elsewhere.
6.3.19 The OOW should call the Master under the following circumstances :
1. If the visibility deteriorates,

2. If the traffic conditions or movement of other vessels causing concern,
3. If difficulty is experienced in maintaining course,
4. On failure to make a land fall or to obtain expected soundings or sight a navigational
mark at the expected time,
5. If land or navigational mark are sighted unexpectedly or if unusual soundings are
encountered,
6. In the event of a breakdown of a main engine or any essential machinery or important
navigational equipment,
7. If there is a possibility of heavy weather damage or movement of the deck objects,
8. If any circumstances necessitates a course contrary to the requirements of a TSS,
9. If a MAYDAY or other distress call is received,
10. In any other emergency or potential dangerous situation,
11. When required by the Master's standing order or night order.
6.3.20 The OOW shall comply with the following checklist once daily while on watch:
1. Daily test and checks - Checklist no 14

2. Navigation Deep sea - Checklist no. 15
Issue No: 1
Issued By: D. P. A.
Page: 4 of 18
6.4 Lookout
Every vessel shall at all times maintain a proper lookout by sight and hearing as well as by all
available means appropriate to the prevailing circumstances and conditions so as to make full
appraisal of the situation and of the risk of collision, stranding and other hazards to navigation. In
additional, the duties of the lookout shall include the detection of vessels or aircraft in distress,
shipwrecked persons, wrecks and debris. In applying these principles, the following shall be
observed:
1. Whoever is keeping a lookout must be able to give full attention to that task and no other
duties shall be assigned or undertaken which would interfere with the keeping of a proper
lookout.
2. The duties of the person on lookout and helmsman are separate and the helmsman should
not be considered the person on lookout while steering. Except in small vessels where an
unobstructed all round view is provided at the steering position and there is no
impediment to the keeping of a proper lookout.
3. There may be circumstances in which the officer of the watch can safely be the sole
lookout in daylight. However, this practice shall only be followed after the situation has
been carefully assessed on each occasion and it has been established without doubt that it
is safe to do so. Full account shall be taken of all relevant factors including but not
limited to the state of weather, conditions of visibility, traffic density, proximity of
navigational hazards and if navigation in or near a traffic separation scheme.
6.5 Limitation of Navigational Aids
6.5.1 Masters and Deck Officers should be aware of the limitations of the various electronic aids to
navigation fitted to their vessel. The guidance in the relevant M. Notices should be taken into
account when using such equipment.
6.5.2 The possibility that a floating navigation mark might be out of its charted position should always
be considered and fixed marks should be used where possible.
6.5.3 Radar is valuable aid to navigation but should be used with caution in the knowledge of its
limitations. Radars should be checked regularly to see that they are performing properly in
respect of azimuth, range and heading marker alignment.
6.5.4 When navigating in restricted visibility, vessels must proceed at a moderate speed and maintain a
radar plot. COLREGS Part B sections I and III apply and the provisions of Rule 7(b) and (c) must
be particularly noted. Care must be taken to properly interpret the information provided on the
radar display.
6.5.5 Clear weather practice in the use of radar for collision avoidance and navigation is invaluable in
building knowledge and confidence in the use of apparatus and for appreciating iTS limitations.
6.5.6 The fixed and variable errors of electronic fixing systems should be understood and due
allowance made for them.
6.5.7 A listening watch on VHF Channel 16 should be maintained when at sea. Any distress message
should be recorded and reported to the Master for necessary actions.
Issue No: 1
Issued By: D. P. A.
Page: 5 of 18
6.5.8 Attempts to communicate instructions with other ships by VHF, particularly when in a collision
avoidance situation, are not always helpful and at worst can be disastrous.
6.5.9 When in range, the local port traffic control channel should be monitored. Correct radio
procedure must always be used and misuse of communication equipment may be considered as a
disciplinary offence.
6.6 Steering
6.6.1 On most of the Company ships it is possible to steer in three modes, i.e., auto-pilot, hand steering
and non-follow up. The mode used at any time must be the safest in view of the prevailing
conditions.
6.6.2 The auto-pilot must not be used in confined or congested waters where there is restricted
manoeuvring room or during periods of restricted visibility. The change over to a manual mode
of steering must be made in good time to avoid a potentially dangerous situation arising. The
changeover from one steering mode to another must be made by a responsible officer.
6.6.3 Whenever circumstances permits, seaman (particularly trainees and younger seaman) must be
given opportunity to steer the vessel thus ensuring that steering skills are maintained or enhanced.
6.6.4 The manning of vessels operated by the company is stipulated and maintained by the flag state
authority of a particular vessel.
6.6.5 All seamen forming part of navigational watch must be in possession of a Steering Certificate.
6.6.6 The Master is authorised to issue a Steering Certificate to a seafarer once satisfied that the
seafarer has demonstrated necessary steering skills and has steered the vessel for a minimum of
60 hrs. (not including period of training).
6.6.7 The Master must ensure all seamen on board his vessel obtain a Steering Certificate as soon as
possible if they do not already possess one.
6.7 Changing over the watch
6.7.1 The O.O.W. must not handover the watch to the relieving officer if he has any reason to believe
that the later is under the influence of alcohol or drugs or suffering from any disability which
would preclude him from carrying out his duties safely.
6.7.2 The relieving officer shall not accept the watch until his vision is adjusted to the light conditions,
any manoeuvre or other action to avoid immediate danger has been completed and he has
satisfied himself to the following points:
1. Position, course, speed and draught of the ship,
2. Prevailing and forecast weather conditions, visibility and tidal predictions,
3. Compass error,
4. Conditions of navigational equipment’s and any defects,
5. Status of the propulsion machinery,
6. The presence and movements of vessels in sight or known to be in the vicinity,
7. Conditions and hazards likely to be encountered during the watch,
8. Radio messages, current or expected,
9. Latest navigational warnings,
6.7.3 In changing over watch, the OOW and relieving officer, both shall comply with Checklist no. 9.
Issue No: 1
Issued By: D. P. A.
Page: 6 of 18
6.8 Restricted visibility

6.8.1 If the visibility deteriorates or deterioration is thought to be intermittent, the O.O.W. must call the
Master and take whatever action is required to ensure the safety of the ship and the compliance
with the COLREGS.
6.8.2 On his arrival on the bridge, the Master will appraise the situation and if he considers it
necessary, will take charge of the bridge.
6.8.3 The OOW shall comply with Checklist no 12.
6.9 Navigation in Coastal waters/Traffic separation schemes
6.9.1 Before entering into coastal water/traffic separation scheme, the OOW shall comply with
Checklist no. 10
6.9.2 Entry into prohibited area shall be strictly avoided. Avoid traversing congested water if
practicable. Comply with vessel Traffic Reporting on passing the reporting points.
The largest scale chart shall be used for the planned passage. The officer of the watch shall
positively identify all relevant navigational marks. Position fixes shall be taken at regular
intervals, the frequency depending upon the factors such as distance from the nearest hazards,
speed of the vessel, set experienced etc. , but shall not be more than 20 minutes interval.
6.10 Heavy Weather and Tropical Storms
6.10.1 The departmental heads are responsible to the Master for checking before departure that all
movable objects are secured and all stores are well stowed. This preparedness is necessary in
order to avoid the effect of a sudden weather deterioration at which time it might be a hazardous
job to secure the vessel.
6.10.2 The Master shall obtain weather report in port and at sea daily and monitor weather. On receiving
weather message or anticipating heavy weather or tropical storm, the Master must inform to all
departmental heads and the crews to prepare for heavy weather and or tropical storm. All loose
objects. watertight doors, Hatch lids must be secured / closed to avoid ingress of water. Cargo
hose / fender lashing must be checked and re-tightened as necessary.
6.10.3 Master shall take whatever action is required to ensure the safety of the ship, lives and cargo.
6.10.4 Although it is difficult to address all the various stresses which may occur due to heavy weather,
the following factors should be born in mind:
1. The tendency to slam is closely related to the vessel's draught, furthermore the impact
increases with higher vessel's speed.
2. For general heavy weather stresses, a reduction of the vessel's motion is the first step to
relieve the stresses. It is necessary to avoid synchronisation between the vessel's motion
and the period of the waves.
3. The period of encounter with waves is related to three factors - wave length, vessel speed
and angle of encounter.
4. Generally vessel's motion is most violent when the length of the wave is close to the
length of the vessel.
5. The vessel's motion becomes more violent with a increasing wave height to wave length
rates.
6. The maximum wave height tends to be more important than the average wave height, as
it is the former which incurs the high stress and damage.
6.10.5 The OOW shall comply with Checklist no. 13.

Issue No: 1
Issued By: D. P. A.
Page: 7 of 18
6.11 Manoeuvring data
6.11.1 The Master shall ensure following manoeuvring data to be posted on the bridge in a conspicuous
place:
1. Turning circles.
2. Stopping distances etc.
6.12 Radio communications
6.12.1 Ships are provided with several means of communications. VHF, MF, HF or portable VHF and
radiotelephones are open system, which can be overheard by third parties. If possible matters
which are sensitive to the company should not be discussed using an open system unless there is
no alternative.
6.12.2 All ships hold a radio licence, which is renewed annually. The licence must be displayed as
instructed on the licence.
6.12.3 External communication apparatus in all the ships are subject to annual survey. It is important to
keep all the equipment, including batteries and battery charger, in good working order. Any
defects must be reported to the Tech. Superintendent for attention. Spare aerials, aerial plans,
radio tools and spare gear will need to be produced at the survey.
6.12.4 All communication through external communication apparatus shall be recorded in

communication log.
6.13 Reporting
6.13.1 It is important that the position of the ship and the ETA of the next port are reported daily to TM,
unless otherwise agreed by TM, ETA Reporting to Chatterer and Agent shall be as per Charter
Party. If the vessel is delayed for any reason and is running late on the ETA previously reported,
the Office/Chatterer or Agent at the next port should be informed of the amended ETA as soon as
possible.
6.13.2 The format of reporting shall be as follows:

DATES/ MONTHS/TIME (GMT) OF NOON/ POSITION-LATITUDE / LONGITUDE /
SPEED/ RPM/SLIP/DISTANCE TO GO/ WEATHER-WIND SPEED AND DIRECTION/ SEA
CONDITION/ROB-FUEL OIL/DIESEL OIL/FRESH WATER/ ETANEXTPORT
Example
26 April/ 0400 GMT / Noon Position Latitude 25 deg 50' N/Longitude112 deg. 06'E /Speed
12.5KTS /RPM 95/ +10%/1320 NM/ Wind SW force 5/Sea condition Moderate/ ROB Fuel oil
150MT/ Diesel Oil 50 MT/ Fresh water 60 MT/ETA Chittagong 28 th April 1200 Hrs (Local
Time)
Reporting should be as follows:

26/04/0400Z/ 25 50N/112 06E/12.5KTS/RPM95/SLIP+10%/DTG1320/SW5/MOD/FO150MT/
DO50MT/FW 60 MT/ETA CTG 1200L
Issue No: 1
Issued By: D. P. A.
Page: 8 of 18
6.13.3 After departure from a port, vessels must send the following message to TS. :
1. Quantity of Cargo Loaded / Discharged.

2. Completion time of Cargo Operation.
3. Draft F/A.
4. Drop of Pilot.
5. R.O.B. Fuel Oil/Diesel Oil/Lub oil Main Engine/Lub oil Aux. Engine/Fresh Water.
6. ETA Next Port.
6.13.4 After Arrival at berth, vessels should send the following message to TS:
1. Time of Anchor dropping.

2. Notice of Readiness Tendered time.
3. Time of Pilot Boarding.
4. Time of Alongside birth.
5. Expected time of cargo operation.
6. R.O.B. Fuel Oil/Diesel Oil/Lub oil Main Engine/Lub oil Aux. Engine/Fresh Water
6.14 Ship at anchor
6.14.1 When vessel is at anchor, bridge watch must be maintained by an Officer. The position of the
vessel must be checked at regular intervals to determine that the vessel is maintaining her position
and not dragging. Should the vessel start to drag her anchor, the Master is to be called
immediately and the engines standby.
6.14.2 A lookout must be maintained. Other vessels in the vicinity must be watched and action taken if
there is any likelihood of a collision. Unauthorised vessels should not be allowed alongside.
6.14.3 The appropriate lights, shapes and flags must be exhibited and in restricted visibility, the correct
sound signals must be made.
6.14.4 Once the vessel has settled to the anchor, the Master must inform the Chief Engineer of how
much notice of readiness is required. In poor conditions this notice might be shortened and the
Engine Watch Keeper should be ready at all times. This is not to say that they should necessarily
be kept idling for long periods, but that they must be maintained in a state where they can be
ready for use in the shortest possible time.
6.14.5 Work on the main engine, steering gear or any other essential machinery must not be undertaken
when at anchor unless approved by the Office.
6.14.6 In keeping anchor watch, the OOW shall comply with Checklist no. 11.
Issue No: 1
Issued By: D. P. A.
Page: 9 of 18
6.15 Log Book Entries
6.15.1 In addition to the entries required for the column provided, when at sea, the following
information should be recorded in the Deck Log Book:
1. Position in each watch;
2. Weather conditions;
3. Details of breakdown;
6.15.2 Any other useful event shall be recorded. Log entries should be legible and accurate. The log
should be signed on completion and any alterations initialled. Log book entries should not be
erased if erroneous but lightly crossed out initialled.
6.16 Under Keel Clearance (UKC)

During the passage planning stage, the anticipated under keel clearances should be calculated as
per this section, and forms the basis for determining cargo lifts, controlling depths and maximum
drafts. Discuss any ambiguities or potential cargo shutouts with the voyage superintendent at this
stage.
6.16.1 Factors Affecting UKC
Following are the factors affecting depth and draft which should be taken into account when
calculating UKC:
Squat including change of trim
Heel
Vessel motion (roll, pitch, heave)
Hog/sag and other hull distortions, including inaccuracies of draft calculation
Tidal heights, River gauges or other seasonal variations
Water density (including change of trim)
Accuracy of hydrographic info
Sea bottom conditions (subsea pipelines, sandwaves, silting)
Change in water level due to wind/wave action, barometric pressure or other hydrodynamic
events
Any other factors not listed above
The most accurate and restrictive estimate of the above factors likely to be encountered during the
voyage shall be used when calculating anticipated UKC.
6.16.2 Minimum UKC: The minimum UKC is the depth of water below the lowest point of the hull,
when all the above factors are at their most unfavourable. In effect, the minimum UKC is the
additional safety margin available for any contingencies.

Issue No: 1
Issued By: D. P. A.
Page: 10 of 18
6.16.3 Calculate minimum UKC as follows, always allowing for the above factors affecting UKC:
Ocean Passages (Deep Water) – Water depths that exceed twice the summer draft of the vessel are
considered deep water. No UKC calculations are required when vessel are navigating in waters
that exceed twice the draft. On ocean passages, routes are planned to avoid localized shallow
spots as far as possible.
Ocean passages (shallow water)-where the depth of water is less than or equal to the twice the
vessels summer draft, the minimum UKC required is 15% of the summer draft of the vessel.
Fairways, channels, canals and port approaches: These are typically narrow and clearly marked
waters where the soundings are reliable and verified regularly. There is usually a frequent passage
of vessels through these waters. The minimum UKC required is 1.5% of the moulded breadth of
the vessel, but not less than 0.6m. When transiting dredged channels or passing over bars, vessels
may use the height of tide and time the transits appropriately to maintain the required UKC.
Within Ports: While underway, alongside a dock or moored to a terminal in a sheltered location,
the minimum UKC required is 1.5% of the moulded breadth of the vessel, but not less than 0.6m.
It is not permitted for vessels alongside a dock to pump over the tide (playing the tide). Vessels
shall not take into account the reduction in draft due to cargo discharge and must be able to
maintain the minimum UKC when alongside through the next LW period without discharging
any cargo.
For vessels moored in exposed locations where the berth may regularly experience sea/swell
conditions which cause significant rolling/pitching, the minimum UKC required is 10% of the
vessels summer draft but no less than 0.6m. This does not apply to berths that have well managed
weather monitoring and berth closure processes as determined by the Marine Assurance group.
Vessels will be issued with port clearances from Marine Assurance for all the ports/terminals that
the vessel is scheduled to call. Bring immediately any discrepancy between this policy and the
port clearance to the attention of the voyage superintendent for clarification.
6.16.4 Air draft:Maintain minimum air draft clearance of four (4) feet at high water.
6.16.5 Exceptions: Where local requirements are more stringent, they will take precedence over this
policy. Any deviations from this policy have to be approved by the TM for operated vessels
Malacca/Singapore Straits: Vessels are to comply with the required gross UKC for Malacca and
Singapore straits which is 3.5m, and 4m at eastern bank, applied to the vessels maximum static
draft.
Issue No: 1
Issued By: D. P. A.
Page: 11 of 18
6.17ECDIS
6.17.1
ElectronicNavigationCharts(ENC):ENCsare officialvectorchartsthat
havebeenissuedbyoronbehalfofanavigationalhydrographicauthorityandconfirmtostrictInternationalHy
drographic Organization(IHQ-SS7 compliant)specifications.ENCsare
theonlyvectorchartsthatmaybeusedforprimarynavigationinplaceofpapercharts.Eachpointonthechartisd
igitallymapped,allowingtheinformationtobeusedinamoresophisticatedway,suchasclickingonafeature(f
orexample,alighthouse)togetallthedetailsofthatfeaturedisplayed.
6.17.2ElectronicChartDisplay&InformationSystem(ECDIS)
AnECDISis
anavigationinformationsystem,whichwithadequatebackuparrangement,canbeacceptedascomplyingwi
thuptodatechartsrequired byregulationV/19andV/27ofthe1974
SOLASconvention.To
complywithIMOrequirements,ECDISmustpasstypeapprovalandtestproceduresbasedonIMOECDISPe
rformanceStandardsandapplying!HOrequirementsS-52andS-57inparticular .
6.17.3 ApprovalDocumentation:
a. Hardwareapproval:Apermanentlabelisattachedtothe
equipment('WheelMark'orotherequivalentsign).
b. SafetyEquipmentCertificateFormE-ECDIStickboxchecked.
c. Softwareapproval:IHOapprovedchartsupplierforofficialcharts.
6.17.4 MandatoryInductionofECDIS
TheCompanyplanstofullyimplementECDISonboarditsexistingvesselswithin the given window period

but not later than 01/07/2017.
6.17.5 VesselsEquippedwithSingleECDIS
ForvesselsfittedwithonlyoneECDIS,PaperchartsSHALLbeusedastheprimarymeansofNavi
gation andmustbekeptfullyupdatedatalltimes.
Issue No: 1
Issued By: D. P. A.
Page: 12 of 18
6.17.6 RequirementsforPaperlessNavigation
Thefollowingrequirementsaretobecompliedwith inorderforavesseltonavigatepaperless;
1. TrainingRequirements
a. GenericTraining:MasterandallNavigatingOfficersaretoundergoanECDIStrainingco
urse,complyingwithI MOModelCourse1.27atthecompany'straininginstituteoratoneo
fECDIStraininginstitutes,approvedbytheAdministrationoramemberoftheIACSinlieu
of flagstate,inordertouseECDISasaprimarymeanofnavigation.
b. TypeSpecificTraining:MasterandallNavigatingOfficersaretoundergoMaker/
TypespecificECDIStrainingcourse.
2. SystemFamiliarization
Onceitems1 and 2mentioned
abovearecompliedwith,thevesselshallcontinueusingpaperchartsasprimarymeansofnavigatio
nfortheperiodofthreemonths.Suchprobationperiodwillensureadequatefamiliarizationandreli
abilityofECDISequipmentpriorputtinginuse.
3. Flag /classApprovalforusingECDISastheprimarymeansofNavigation
Onceitems 1and 2mentionedabovearecompliedwith,theofficearrange the necessary survey to
include ECDIS in SEQ FORM - E.

Issue No: 1
Issued By: D. P. A.
Page: 13 of 18
6.17.7. LimitationsofElectronicCharts
Electroniccharthasseveraladvantagessuchas,continuousroutemonitoring,easiervoyageplanninga
nd simplerchart correction however the Navigating Officers shall be aware of the
followinglimitations;
1) InformationLayerFiltering:ECDISmaynotdisplaysomeisolatedshoaldepthswhenoperatingin‘base’
or'standard'displaymode.Asaresult,routeplanningandmonitoringalarmsmaynotalwaysbe
activatedwhenapproachingsuchdangers.Cautionshouldbeexercisedwheneverinformation
layersare removed orinformation level isreduced from an ENC and must
bereviewedbytheMaster.
AllmembersoftheBridgeTeammustbeadvisedwheneversuchchangesarecarriedout.
2) ChartCorrections/
DateofSurvey:TheHydrographicofficesofvariouscountriesprocessofficialchartsandtakeo
ntheresponsibilityofmaintainingtheiraccuracy.However,correctionsmadebytheseoffices
mightonlybeavailableatcertainfixedintervalsandreliability/marginoferrorofa
positionfixmustbeborneinmind.
3) Positions:PositionsareprimarilyderivedfromtheGPS.ThereforeanyGPSalarmsmustbeimme
diately investigatedin
ordertoavoiderrorinpositionandthepossibilityofthevesselrunningintodanger.
4) ScaleinUse(Over-
Scale):Thereisariskofrunningtooclosetodangerwithazoomedinchartscale.TheNavigatingOffi
cershouldalternativelyswitchtoasmallerchartscaletoappraisethesituation.When'BC'isshown
inthescaleindicationitmeansthatabetterchartexists.InwhichcasetheuserhastozoomintilltheBC
warningisremoved.
5) RadarOverlay:PositionsofothervesselsandtargetsdisplayedontheECDISmightbeobscuredbe
causeofimproperlytunedradarsorimproperlysetanti-
clutteroneithertheradarorECDIS.Thereisalsoapossibilityofoffseterrorwhenradaroverlayisus
ed.
6) AISInput:AISdisplaytargetcourseandspeedovergroundaswellasheading.However,suchtargetin
formationshallnotbeusedforcollisionavoidanceasitisbasedon'SpeedoverGround'.
7) RADARInput:AnECDISequippedwitharadaroverlayshallonlybeusedasasituationalAwaren
esstoolduringanti-collisionmaneuversandnotforprimaryanti-
collisionpurposes.TheShip'sARPAradarsshallbeusedforthispurpose.
8) DepthUnits:DepthunitinformationisdisplayedinECDISconsoleindicatingthedepthunitsi
nuse(meters,feetorfathoms).Incaseofanychanges,theOOWmustinformthesametothereli
evingOOWatthetime ofhandingoverthewatch. (optional)
9) 9)ZonesofConfidence(ZOC):The
ZOCindicatesthatparticularENCmeetsminimumcriteriaforpositionanddepthaccurac
y. Itcanbelookeduponasthesurveyaccuracy. Therearesix
categorylevels(Al,A2,B,C,Dand'Unclassified'whereinAlisthemostaccuratesurveyinf
ormation).ThenavigatingofficershallbeawareoftheZOCfortheareasofnavigation.
Issue No: 1
Issued By: D. P. A.
Page: 14 of 18
6.17.8 ECDISSystemManagement
As per equipment /maker recommendation & guidance.
6.17.9Actionsintheeventoftotal ECDISFailure/ Mal function (Both Master & Back-up units

have two hard disks in each unit. Therefore it is unlikely to have total failure of the system)
However in case of hard disk /unit failure theOOWshallimmediately;
1. Master to be informed.
2. The equipment maker’s manual to be referred. ( Section 5.2)
3. Company Office to be notified.
4. Maker to be contacted.
5. Riskassessment t o made as necessary.
Issue No: 1
Issued By: D. P. A.
Page: 15 of 18
6.15.11. AdditionalCarriageofPaperChartsonVesselsUsingECDISasPrimaryMeans
Allvesselsunder BRSML fleet usingECDISastheprimarymeansofnavigationare to maintain the small

scale charts of below trading area –basis actual engagement of the vessel as updated by the office.
ChartNumber ChartName Scale
MandatoryChart
4000 TheWorld 1:45000000
ArabianSea/IndianOcean
4005 APlanningChartfortheIndianOcean 1:20000000
4070 IndianOceanSouthernPart 1:10000000
4071 IndianOceanNorthernPart 1:10000000
4072 IndianOceanWesternPart 1:10000000
4073 IndianOceanEasternPart 1:10000000
4001 AplanningchartfortheAtlanticandIndianOceans 1:27000000
Suez/RedSea/GulfAreas .
4704 RedSea 1:2250000
4705 ArabianSea 1:3500000
4706 BayofBengal 1:3500000
4707 MaldivestoSumatera 1:3500000
NorthAtlantic
4004 APlanningChartfor the N.At!.OceanandMed.Sea 1:20000000
4011 NorthAtlanticOceanNorthernPart 1:10000000
4012 NorthAtlanticOceanSouthernPart 1:10000000
4013 NorthAtlanticOceanWesternPart 1:10000000
4014 NorthAtlanticOceanEasternPart 1:10000000
4015 APlanningChartforthe AtlanticOcean 1:20000000
4401 GulfofMexico 1:2750000
4403 SECoastofN.America inclBahamas andG.Antilles 1:3500000
SouthAtlantic
4003 APlanningChartfortheSouthAtlanticOcean 1:20000000
4016 APlanningChartfortheEastAtlanticOceantotheWestPacificOcean 1:20000000
4020 SouthAtlanticOceanWesternPortion 1:10000000
4021 SouthAtlanticOceanEasternPart 1:10000000
4022 SouthAmericatoAfrica 1:10000000
NorthEurope
4010 NorwegianSeaandAdjacentSeas 1:10000000
4140 NorthSea 1:1500000
259 BalticSea 1:1500000
Issue No: 1
Issued By: D. P. A.
Page: 16 of 18
Mediterranean/BlackSeas
4300 4300 4300
4301 4301 4301
4302 4302 4302
NorthPacific
4002 4002 4002
4008 4008 4008
4050 4050 4050
4051 4051 4051
4052 4052 4052
4053 4053 4053
SouthPacific
4007 4007 4007
4061 4061 4061
4062 4062 4062
6.15.12 BridgeNavigationalWatchAlarmSystem(BNWAS)
1. ThepurposeofBNWASissolely
tomonitorbridgeactivityandtodetectoperatordisabilitythatMayleadtomarineaccidentsduringna
vigatingwithasinglemanoperatednavigationbridge
2.Additionally, the BMWAS mayprovide theOOWwiththemeans
of'callingforimmediateassistance if required.
3. TheON/
OFFselectionfacilityisusuallyakeyswitch,ispasswordprotectedorislocatedinMaster'sca
bin,underthedirectcontrol ofMaster
4. IncomplyingwithPerformanceStandardsasstatedinResolutionMSC.128(75),BNWASshoul
dincorporatethefollowingoperational modes;
a. Automatic(Automaticallybroughtintooperationwhenever theship'sheadingortrack
Controlsystemisactivatedandinhibitedwhenthissystemisnotactivated)
b. ManualON(Inoperationconstantly)
c. ManualOFF(Doesnotoperateunderanycircumstances)
IncaseBNWASisnotautomaticallyactivatedwhenship'sautopilotisengaged,Mastermustensu
rethatthe BNWASisinoperationatalltimeswhentheshipisunderway,irrespective
ofwhetherthevesselison'autopilot'or'manualsteering'modeinordertocomplywithSOLASRe
gulationV/19.2.2.3.
Issue No: 1
Issued By: D. P. A.
Page: 17 of 18
6.15.13OtherNavigationalEquipment
1. Barometer&Anemometerreadingsmustbeobservedandrecordedattheendofeachwatchandatmor
efrequentintervalsasdeterminedbytheMasterduringheavyweather.
2. Wetanddrybulbtemperaturereadingsmust
beobservedandrecordedatleastonceattheendofeachwatch.
3. NavigationLightsmustbekepton
atalltimeswhenvesselisunderway.Navigationlightfailurealarmmustbecheckeddailyensu ringprimar
yandsecondarysystemsareingoodworkingorder.VesselsfittedwithMorsesignallightshouldtestthislig
htdaily.
4. EmergencySignalEquipmentsuchaswhistle,bell,gong,etc.soundsignalingequipmentmustbeche
ckeddailyandmaintainedinanoperationalcondition.Inspectionofrollerguidesandwiresoperating
thewhistleshouldbeexaminedat
leastonceaweek.Daylightsignalinglampshallbetestedonceinadayonpowersourceotherthanmain
ssupply.
5. Speed/DistanceRecordsshouldbekeptonwhenvesselisunderway.
6. TelegraphRecordershallbesettoGMTandalwaysbeinoperation.Ifithasfailedorisnotfitted,manua
l recordingsmustbemade.OncompletionofeachStand-
byperiod,theengineorderprinterrecordshouldbemarkedwiththelocaldateandtime.
6.15.14GMDSSEquipment
1. TheMastermustdesignatea'DesignatedDistressCommunicationOfficer'(DDCO)tohaveprimary
responsibilityforradiocommunications
duringdistressincidents.ThisnavigatingofficermustbeidentifiedontheMusterlistandintheGMDSS
log.
2. WiththeexceptionoftheMasterandpersonsauthorizedbytheMaster,nooneshallhaveaccesstotheG
MDSSequipmentTheDDCOorDOWshallnottransmitthroughtheship'sradiostationoranyotherm
eansanymessageofwhatsoevernaturewithoutMaster'sapproval.Similarlyanymessagesreceived
onboardmustbedistributed onlyafterscrutinyandpermission oftheMaster.
3. ThebreakerwhichisrequiredtobeswitchedofftotaketheGMDSSstationonbatteryloadmust
Beclearlymarked'SwitchoffbreakertotakeGMDSSstationonBatteryload'.
4. DistressFrequencyWatch:Watch,asmayberequiredbyinternationalagreementsshouldbemaintain
edonVHFandDSCdistressfrequencies.Weatherforecasts,navigationalwarnings,safetymessages,
urgencymessagesand distressmessagesshallbeimmediatelybe brought
totheMasterandtheotherwatch-keepingofficer'sattentiondependingupontheseverity
5. Ship'spositionasrelayedtoanddisplayedonthevariousGMDSSequipmentand
automaticdistressalertingdevicesshouldbecheckedeverynoonandupdated /correctedasrequired.
6. Antenna:Theradiostationantennamustbeearthedduring portstayandsecuredfrombeing
usedastransmitterwhenalongsideterminals.Iftheradiostationforonereasonoranother
cannotbegrounded/ earthed,thestationmustbeswitchedoff.
Issue No: 1
Issued By: D. P. A.
Page: 18 of 18
4. Radio(GMDSS)Log:TheGMDSSLogmustbestrictlyfilledinasperthei nstructionsprovidedin
theGMDSSlogbook.TheDDCOisresponsibleformaintainingtheGMDSS
LogBookasrequiredbytheadministration.
Issue No: 1
Issued By: D. P. A.
Page: 1 of 3
7.0 Operations at sea – Machinery
Safety of life and machinery is off utmost importance and is the primary consideration of the
watch-keeping engineer. Efficient performance of his duties is necessary in the interest of safety
and the prevention of pollution of the environment.
Local and International rules and regulations concerning the safe and legal operation of the ships
machinery should always be adhered to.
The machinery should be run at all times in accordance with:
1. The requirements of the Master;

2. The Chief Engineers instructions and his standing orders;
3. Company instructions.
7.1 Responsibility of Chief Engineer
The Chief Engineer is responsible for the safe and efficient operation of the Engine Room
Department. The Chief Engineer shall ensure that:
1. A newly joined officer have made themselves thoroughly familiar with the standing
instructions and directives defined in the relevant sections of the C.P.M., F.I., & S.C.M.
2. All engineers assigned the responsibility of Engineer of the Watch (E.O.W) are fully
capable of taking over the normal responsibilities of watch keeping and is familiar with
Emergency procedures.
3. The E.O.W. is instructed to implement Bridge Orders relating to changes in engine speed
and other machinery operations in accordance to manufacturer specifications unless in an
emergency.
4. To make daily surveillance visits to the E/R, steering flat, funnel/uptake area, emergency
generator and air-conditioning plant.
5. To check and verify daily the Engine Room Log Book.
7.2 Responsibilities of the Engineer In Charge of the Watch
7.2.1 The primary responsibility of the engineer on watch is the safe and efficient operation of the
propelling and auxiliary machinery. He should ensure all bridge orders are promptly and correctly
carried out.
7.2.2 The engineers shall take whatever measures he deems necessary to secure the safety of the ship or
prevent damage to the ship's equipment and machinery. He should call the Chief Engineer
whenever he is in doubt.
7.3 Engine Room watch keeping
7.3.1 The attention of watch keeping engineers is drawn to M1103 (Operational Guidance for
Engineers in charge of a watch at sea and in port). Engineers are to bear in mind that intelligent
interpretation of standing orders and the Fleet Instructions should be combined with good
engineering practice.
7.3.2 Prior to starting a watch, the engineer shall visit remote compartments to ensure safe and correct
operation of machinery.
Issue No: 1
Issued By: D. P. A.
Page: 2 of 3
7.3.3 The watch should not be handed over if the watch keeper has reason to believe that the relieving
engineer is not capable of carrying out his duties effectively.
7.3.4 On commencing a watch, the engineer shall satisfy himself in respect of the following :
1. Status, control and mode of main and auxiliary systems.

2. Night orders.
3. Bridge requirements.
4. Fuel condition, settling tanks, etc.
5. Level and condition of bilges, waste oil tanks, engine sumps etc.
6. Special modes of operation dictated by equipment failure.
7. Nature of work being carried out on machinery and systems, personnel involved and
potential hazards, and status of " permits to work" (if applicable).
8. Any faulty instrumentation or control equipment.
7.3.5 When changing over watch, either at sea or in port, the watch keeper shall comply with the
Checklist no. 17.
7.4 Engine Room Log
7.4.1 The Engineer on watch is to take readings from instrumentation fitted in order to meet the Engine
Room Log Book requirement. Additional reading should be taken as necessary. Alternative
instruments should be checked if fitted and the engineer should also check by touch, sound and
smell that the machinery under his care is running correctly.
7.4.2 All events relating to the main and auxiliary machinery that occur during the watch should be
suitably recorded. Log entries should be legible and accurate. The log should be signed on
completion and any alterations initialled. Log book entries should not be erased if erroneous but
lightly crossed out initialled.
7.5 Emergency
7.5.1 Engineers should report to the bridge any circumstances, which may alter the running conditions
of machinery and thereby effect the vessel's operational status. In circumstances where immediate
action is necessary to prevent an unacceptable situation occurring, the engineers is to carry out
such an action before informing the bridge.
7.5.2 Necessary action shall be taken to contain the effects damage resulting from equipment failure,
fire flooding, rupture, collision, stranding and /or other causes.
7.5.3 In the event of a fire, the fire alarm shall be sounded and the bridge informed.
7.5.4 The E.O.W. shall inform the Chief Engineer immediately of any emergencies.
7.6 Repairs
7.6.1 The bridge shall be informed of any repairs or maintenance carried out that the deck department
has an upto-date appreciation of the machinery state and running condition.
Issue No: 1
Issued By: D. P. A.
Page: 3 of 3
7.7 Tank soundings

Daily tank sounding are to be accurately taken, logged and made available to the deck
department.
7.8 Alarms
Alarm systems are to be fully understood by watch keeping and duty engineers. Where auto or
alarm call system are fitted to alert the engineers, they must be correctly maintained at all times.
7.9 Co2/foam
Machinery space gas flooding instructions are to be fully understood by all the ship's engineers,
who must be able to operate these system if necessary. Operating instruction must be clearly
displayed.
7.10 Ratings
Ratings assisting engine room should be supervised to ensure that they carry out their work safely
and correctly. The rating should be instructed to inform the engineer of any failure or malfunction
of machinery, particularly any which may affect the safety of life or ship. The rating should be
instructed in the location and use of fire fighting equipment and emergency escapes.
7.11 Navigation in Confined waters and Restricted visibility
7.11.1 During navigation in confined water or restricted waters, all machinery involved in the
manoeuvring of the ship should be able to be operated manually. Adequate reserves of power
should be available for steering and other equipment’s. Where visibility is restricted, the main
switch board supply should not be from the shaft alternator. Emergency steering and other
necessary auxiliary equipment should be ready for immediate use.
7.12 Ship's Whistle
The engineer should ensure that there is always a supply, whether pneumatic or electric, to the
ship's whistle for manoeuvring and emergency purposes.
7.13 Entry into Engine Room
Persons not directly concerned with the operation of the ships machinery shall not be allowed
entry into machinery spaces without the permission of the Chief or Duty Engineer.
7.14 Ship at Anchor
7.14.1 It is at the discretion of Chief Engineer on the manning requirement in the engine room when the
vessel is at anchor. However the following requirements must be met:
1. An efficient watch is kept and periodic inspection made of all operating and stand-by
machinery;
2. Main and auxiliary machinery is kept in state of readiness agreed with the Master.
3. Machinery is not to be rendered unserviceable without the permission of the Master.
4. All damage control and fire fighting equipment is kept in a state of readiness.
5. Measures are taken to protect the environment from pollution by the ship and that
applicable pollution regulations are complied with.
Issue No: 1
Issued By: D. P. A.
Page: 1 of 3
8.0 Preparation for arrival

8.1 Passage plan for arrival
8.1.1 Passage shall be planned berth to berth. Before arrival to the port, the navigating officer shall re-
check the plan for safe approach, Hatching into account of the following information:
1. Port information.
2. Sailing directions.
3. Weather reports.
4. Tidal information.
5. Depth of water in approaches, channels and berth.
6. Restrictions on draft, trim, speed, entry times.
8.1.2 All information relating to safe approach and the port, shall be available on the chart table and
marked on the chart by pencil.
8.1.3 Master shall be notified of all amendments required to plan, information and any discrepancies.
8.1.4 The Chief Officer shall ensure that Checklist no. 5 is complied with.
8.2 Cargo/ballast
8.2.1 Any redistribution of cargo or ballast to attain safe draught shall be carried out well in advance.
Care should be taken not to contaminate one grade with another.
8.2.2 If the vessel does not attain safe draught by redistribution of cargo, ballasting or deballasting,
lightening operation shall be considered and the company shall be informed well in advance.
8.3 Anchors
8.3.1 The following works shall be carried out before the main engine put to standby:
1. Power to windlass.
2. Pipe covers removed.
3. Lashings removed.
8.4 Latest navigational data
The Master shall verify from the port authority of any recent changes, hazards etc. in the chart
covered in the port areas or adjacent areas.
8.5 ETA details

8.5.1 ETA along with other relevant information shall be sent to the following parties:
1. Port/ pilot-age.
2. Agent.
3. Company.
Issue No: 1
Issued By: D. P. A.
Page: 2 of 3
8.6 Engine and Navigational equipment checks
8.6.1 Engineer Officershall comply with the Checklist no. 16 and inform bridge of the statusand the
O.O.W. shall check the navigational equipment as per Gear Test checklist 4.
8.7 Manual steering
8.7.1 The Master or the O.O.W. shall change the vessel's steering from auto to hand when they deem it
necessary for the safe operation of the vessel. But in any case, the steering of the vessel shall be
changed to hand steering before the engine put to standby.
8.8 Pilot-age
8.8.1 The presence of a pilot on board does not relieve the master or the O.O.W. from their
responsibility for the safe navigation of the ship. The Master Remains in command. He must
ensure that the ship's officers assist the pilots but if there is any doubt concerning the pilots
intentions, the Master or the O.O.W. must seek immediate clarification. The Master or the
O.O.W. should intervene if considered necessary to avoid running the ship into danger.
8.8.2 A pilot is only aboard to give his local knowledge and advice to the Master who can, if he feels
there is sufficient reason, decline to accept the advice.
8.8.3 Before accepting his advice, the Master must satisfy himself that the pilot is not affected by drugs
or alcohol or any other disability that would prevent him from carrying out his duties. If the
Master considers that a pilot is not fit to carry out his duties, he should inform the appropriate
Pilot-age Authority and request another pilot. The Master will be requested to make a written
report in due course.
8.8.4 Despite the presence of pilot on the bridge, the O.O.W. shall carry out his normal watch keeping
duties.
8.8.5 When a pilot comes aboard he must be given all relevant information concerning the handling of
the ship (Ship to Shore -Master/Pilot Information Exchange Checklist no.08) and any relevant
defects. Any other information relevant to the ship, its cargo and voyage required by the pilot
shall be given to the pilot if requested.
8.8.6 When a pilot comes aboard the vessel his name must be recorded in the Deck Log Book. The
name of the O.O.W., helmsman and look out must also be recorded in the pilot-age water, rivers
and elsewhere whether by day or night until the vessel is safely moored. The Master must comply
with the Shore to Ship -Master/Pilot Information Exchange Checklist no. 07.
8.8.7 The OOW shall comply with embarkation/disembarkation of pilot Bridge Checklist no. 6.
8.9 Flags
8.9.1 Flags should be flown as a ship approaches a port and while in port between the hours of 0800
and sunset (Local regulation shall be checked). The ensign, house flag and appropriate courtesy
flag should be worn. All flags are to be worn close-up except when mourning when the ensign
shall be worn at half-mast when instructed by Agent or the Head office.
Issue No: 1
Issued By: D. P. A.
Page: 3 of 3
8.9.2 Appropriate signal flags i.e., pilot, quarantine etc., should also be hoisted as necessary and
exchanged at sunset for the corresponding light signals.
8.9.3 The duty officer must check at 0800 hrs. that the flags are hoisted correctly. It is great offence if
the flags are hoisted incorrectly and heavy penalty are imposed by the local authorities.
8.10 Engine Room Stand by
8.10.1 The Chief Engineer and the engine room shall be informed of the Stand-by time.
8.10.2 Engine Stand-by switch should be pressed at the time of stand-by and acknowledged by the
engineer and the time recorded in the logbook.
8.11 Harbour stations
8.11.1 Anchor station party shall be informed of stand-by time in forecastle.
8.11.2 Crew shall be informed of stand-by time at forward and aft station.
8.12 Berthing information
8.12.1 Following information shall be obtained from the port authority.
1. Anchoring or berthing.
2. Which side to jetty.
3. Ship or shore gangway, ship accommodation ladder.
4. Mooring boats/line.
5. Derricks.
Issue No: 1
Issued By: D. P. A.
Page: 1 of 9
9.0 Operation in port

9.1 Safe access to ship
9.1.1 In general terms, it is the ship's responsibility to provide safe access to and from the shore for
both ship's crew and shore personnel. The Master must decide which is the safest and most
practicable means of access. In quayside, rise and fall of tide must be taken into account. Vessel
at quay or at buoys in port, following means of access shall be properly fitted, rigged and secured
at all times:
1. Accommodation / Gangway ladder with stanchions, hand ropes and safety net. or
2. Bulwark ladder and handhold stanchions
While vessel at anchor,

1. Pilot ladder with 2 man ropes
2. Bulwark ladder and handhold stanchions.
3. Lifebuoy with self igniting light.
4. 15 fathoms of line.
9.2 Deck watches and security
9.2.1 The Master's standing orders prescribed in Fleet instruction4.1 shall include watches in port. He
will pay due regard to the advice contained in the relevant merchant shipping notices/ Department
of Shipping Notices.
9.2.2 The possibility of fire must be considered and the O.O.W. must pay particular attention to this
risk when he is making his rounds of the ship.
9.2.3 In particular O.O.W. must ensure that the moorings are checked and adjusted, taking into account
the rise and fall due to tides and the cargo operations. It should be ensured that the vessel remains
securely alongside the birth.
9.2.4 Of equal importance is the need to ensure that the accommodation ladder/gangway or other
means of access remains secure and safe.
9.2.5 In berth, buoys or at anchor, only one means of access should be provided and this should be kept
under constant surveillance by a Cadet or A.B. At night, the accommodation ladder/gangway or
the ladder should be well illuminated. On most ships whistle, alarm bells and intrinsically safe
telephones will be available as a means of raising alarms.
9.2.6 Any unknown person not connected with any business of the ship must not be allowed on board.
9.2.7 If any unknown person wish to see any personnel on board on an urgent matter should be
permitted to do so subject to identification by the concerned personnel on board and the Master
being informed. A register should be maintained at the access point declaring the name of the
visitor, purpose, name of the contact person on board, time of boarding and leaving the vessel
with date and signature of the visitor.
9.2.8 A person carrying a bag or parcel should be asked to reveal the contents for examination. If he
refuse, he must not be allowed to board the vessel.
Issue No: 1
Issued By: D. P. A.
Page: 2 of 9
9.2.9 If any incident occurs, matters must be reported immediately to the Port Authority and G.M.
9.2.10 When crew member not occupying their cabins and when galleys and mess rooms are not in use,
portholes should be closed and doors locked.
9.3 Stowaways
9.3.1 Before leaving any port, the vessel must be searched for stowaways as per Checklist no. 22 and
filed on board. The result of the search must be reported to the Master. The Master shall make an
entry in the official log book to this effect.
9.3.2 It is illegal to allow or assist anyone to enter any country, without presenting them to an
Immigration Officer. The penalties for doing so can be very high. It is the duty of the Master to
ensure that no one is allowed to enter the any country illegally by taking passage in the ship.
9.3.3 If a stowaway is discovered after the vessel has sailed, the Master must report the matter to the
G.M.without delay giving the following details.
1. Name.
2. Nationality
3. ID particulars if any.
4. Documents held.
5. Place, time and date of embarkation.
6. Place, time and date of detection.
These details must also be recorded in the Official Log Book. The stowaway will be reported to
the Agent / Immigration and Police Authority of the next port, and arrangements made for
removal and repatriation.
9.3.4 The Master shall ensure constant watch on the Stowaway until handing over to proper authority.
The Master shall also ensure that stowaways are not maltreated on board.
9.13 Ballasting
9.13.1 No ballast tank should be filled or emptied without order from Chief Officer who must ensure
that there is no obstructions to the air pipes. Any suspected or actual leaks to tank tops, air or
sounding pipes must be reported to the Technical Superintendent (TS) at the earliest opportunity
9.13.2 Normal procedure for filling double bottom ballast tanks should be by flooding and only in
exceptional circumstances should they be pumped up. When flooding, a watch should be kept on
the tank soundings. When the tank is full, the flooding valve should be securely closed. Sounding
must be particularly monitored if it is necessary to pump up the tanks.
9.13.3 Double bottom tanks should not be pressed up to the extent that water overflows from the air
pipes onto the deck. Because of the head of the water involved, this puts a tremendous pressure
on the tank top.
9.13.4 With the exception of the vessel requiring ballast for stability reasons, no water must be allowed
into double bottom or wing ballast tanks while there is a cargo in the holds . If adherence to
this instruction will seriously delay the vessel the following procedure should be adopted:
Issue No: 1
Issued By: D. P. A.
Page: 3 of 9
1. The ballast should be run in under the control of a responsible officer. During the filling
process, a watch must be kept on the tanks tops and the tanks soundings checked. The
flow must be stopped before a head is put on the tanks.
2. The deck officer in charge of ballasting operation must personally check with the
engineer officer that the ballast valves are firmly closed after the operation.
3. Hold bilge soundings must be checked before and after ballasting.
4. An entry must be made in the deck log book to the effect that preliminary ballasting has
been carried out according to the above procedure. The entry must be signed by the
officer in charge.
5. Topping off the tanks can take place after all the cargo has been discharged.
9.13.5 A ship loading grain, timber or other deck cargo and requiring double bottom ballast for stability
reasons must fill the tanks and check the tanks tops, air and sounding pipes are not leaking before
commencing to load cargo.
9.13.6 When de-ballasting, it insufficient to assume that the tanks is empty when the pump looses
suction. Further attempts should be made to pump after the tanks has had time to drain. Final
sounding should be taken to confirm that the tank is empty.
9.14 Bunkering
9.14.1 The Chief Engineer is directly responsible for all bunkering operations, but the Master still carries
the ultimate responsibilities and is liable to prosecution in the event of a spillage. Other personnel
involved in the bunkering operations may also be prosecuted.
9.14.2 To ensure an efficient and trouble free bunkering operation, it is essential to have close co-
operation between all ship and shore staff involved. Contingency plans must be made in advance
to limit the effect of any spillage and to ensure efficient containment and swift clean up.
9.14.3 The Chief Engineer must ensure that the procedure adopted on the ship satisfy statutory
requirements, safety and the prevention of pollution. The following points shall be taken into
considerations when drawing up procedure for taking bunker:
1. Vessel and bunker barge must be properly and safely moored and a close watch
maintained on the moorings to ensure that any movement is minimised.
2. The state of surrounding water should be checked for any previous oil sleek. If observed,
an entry made in the deck log book and port authority informed.
3. All valves through which oil could be discharged to the sea should be inspected and
secured to ensure that they are not opened.
4. The Chief officer is responsible for containment arrangement on deck to prevent the
escape of oil overboard.
5. All scuppers must be plugged and cemented for duration of operations. Accumulation of
water should be periodically drained off the deck and the scupper plugs replaced
immediately with cements.
Issue No: 1
Issued By: D. P. A.
Page: 4 of 9
6. The savealls are to drained or emptied as necessary.
7. Clean up material, oil dispersant and fire fighting equipments should be placed at the
bunker position and tanks to be filled. Any oil spill on deck must be cleaned up
immediately and contained for subsequent disposal. Spilled oil must not be washed
overboard.
8. A positive means of communication between ship and shore or barge should be

maintained throughout the operation. Communications should be checked and all signals
should be thoroughly understood by both parties before commencing operations.
9. Any observed defect in the supplier equipment is to be reported in the first instance to the
supplier and then to the superintendents.
10. Hoses should be of sufficient length to allow for normal movement of the ship or barge.
They should not be bent to a raids less than that for which they have been designed. Care
must be taken to avoid possibility of hoses being crushed between the ship and the barge
or quay.
11. The engineer in charge of the bunkering operation must check and double check that all
lines are correctly set before operation commence.
9.14.4 Before bunkering operations commence, the following must be carried out:
1. A member of the ship's complement is to be stationed at or near the bunkering connection

point throughout the operations. Close co-operation and communication must be
maintained with the shore staff or barge crew.
2. The engineer must satisfy himself that any ship's personnel assisting him with the
bunkering operation are familiar with the ship's fuel system, position of the overflow
tanks, sounding pipes content gauges of fuel tanks as appropriate. He must also check
that all pipes used are sound and not leaking and also that all vents are free and not
blocked.
3. The engineer must ensure that he has accurate figures for all fuel tanks (r.o.b.) and that
the space remaining are adequate for the expected delivery. Special care must be taken
when using gauges particularly if the ship has an excessive trim or list.
4. Care must be taken that a clear understanding exists concerning the quantity to be
delivered and the units of measurement to be used.
5. The engineer should advice shore or barge staff maximum rate of delivery for safe
operation.
6. Nominated overflow tank should be the last to be filled and must have sufficient reserve
capacity.
9.14.5 During bunkering operation, following must be carried out:
Issue No: 1
Issued By: D. P. A.
Page: 5 of 9
1. Bunkering should commence at the minimum rate. If everything is in order, the rate can
be increased to maximum safe rate agreed.
2. Frequent soundings or ullages of the tanks should be taken throughout the operation. If
there is any unexplained deviations or ambiguities observed, bunkering must be stopped.
Bunkering must not be started until a reasonable explanation is achieved. Other tanks not
in operation should also be checked.
3. The filling valves of the next tanks in sequence of filling should be opened before the
valves on the tanks being filled are closed.
4. During topping up of the tanks, delivery rate should be slowed down and ample warning
should be given to the supplier of the need to reduce the rate of delivery during these
operations.
5. The filling valves should not be closed until after the supply has been stopped and the
hose drained. All personnel in the operation are to be made aware of the dangers of
bunkering by closing filling valve on board before stopping the supply first.
9.14.6 After bunkering operations, following must be carried out:
1. After the hoses have been drained, an empty drip tray should be left below the hose
couplings. The flanges can then be separated and a blank flange on the end of the oil
filling line.
2. All fuel line and tank filling valves should be securely closed and a final check of the
soundings of all fuel tanks should be taken.
3. All scupper shall be unplugged. Clean up material, oil dispersant and fire fighting
equipments should be restored in proper places.
4. The quantity of bunkers taken is to be checked and recorded in the engine room log book
and oil record book.
5. The suppliers delivery note should be checked against the ship's figures before it is
signed. A copy must be retained on board. The ship's figure must be recorded in the
delivery note if a disagreement exists as to the amount of fuel received.
6. The quantity received and the r.o.b. figures must be reported to the TS.
9.14.7 A sample of the fuel is to be inspected before bunkering operations commences. If there are any
doubts about the quality of the sample, or if the supplier analysis does not meet the company
specification, the bunkering operation should not be commenced until the advice is obtained from
the TS.
9.14.8 A sample also to be collected during the bunkering operation. All samples to be sealed and signed
by the supplier with date and time of taking sample, name of the port and ship's name and
retained on board.
9.14.9 The samples should be retained on board for testing until the oil has been consumed.
9.14.10For bunkering operation, Bunkering Checklist no. 18 shall be complied with.

Issue No: 1
Issued By: D. P. A.
Page: 6 of 9
9.15 Oil Spills or leakage
9.15.1 The Master shall ensure that following dispersant chemical and absorbent materials are on board:
200 ltr of chemical

50 kg loose absorbent
They are used only when bunkering or oil transfer takes place. This shall be stored in a deck
locker under the charge of the Chief Officer. The Chief Officer shall ensure that these chemicals
are not used for any other purposes, and any shortages shall not be reported giving reasons.
Whenever bunkering and fuel transfer operation is carried out in port, the above dispersant
material along with 2 fire hose with nozzle shall be rigged on deck and kept ready.
9.15.2 In the event of an oil spillage or leakage occurring during bunkering, oil, cargo operation, fuel
transfer or through any other cause the procedure to be followed as per SOPEP Manual.
Every endeavour must be made to limit or confine the extent of spillage and to ensure that as
much of the spilled oil as possible is retained on board.
ONLY AFTER CONFIRMING WITH LOCAL AUTHORITIES THAT THE OIL

DISPERSANT CHEMICAL IS PERMITTED TO BE USED, ONLY THEN IT SHALL BE
SPRAYED ON TO ANY OIL SPILLED OVERBOARD.
The jet of water shall be directed on to the dispersant chemical and the oil spill to agitate the
chemical reaction and induce mixing.
It is most important to show that a responsible attitude exists, that all reasonable care was taken
and that as soon as practicable after a spill was discovered all reasonable steps were taken to stop
or reduce it.
In port the Harbour authorities and at sea the Coast Guard should be informed giving brief details
of the extent of the spill, the nature of the oil spilled and whether the spill has been stopped or is
containing. The form of reporting is out lined in SOPEP Manual should be used. These reports
are the Master's statutory duty but he must also report the incident at the earliest possible moment
directly to the company.
If in port the Master will be required to give a written statement to the harbour Authority and
probably the Company owning the installation. It is probably in his and the company's best
interests if he prepare a brief written statement of the facts to give to the harbour authority. Care
should be taken not to advance theories and minimise or exaggerate the circumstances.
The Master should personally handle all enquiries from shore officials. In general, the ship's
company should not comment to the press or other unofficial bodies. Authorised shore official
will wish to interview and take evidence from officers and ratings who were on duty at the time.
This interview should be carried out in the presence of Master and also, when possible a company
representative and a lawyer.
The Master himself is to conduct a prompt and thorough investigation to ascertain the cause of
the spillage. When reporting to the shore authorities, care must be taken to present the ship's case
accurately and in the best possible light, but without exaggeration. Written statements should, if
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Issued By: D. P. A.
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possible, be checked by the TS before release. If this is not possible, copies must be sent to the
TS. at the first opportunity.
In case of any spill, the Company will normally inform the ship's P&I Club who will send a
lawyer and possibly a surveyor to the ship. They should be given every assistance.
Entries must be made in the Deck Log Book, the Official Log Book and Oil Record Book
recording the incident.
If oil slick is sighted at sea or in port it should be reported to the Coast Guard or the Harbour
Authority. In either case an entry should be made in the Deck Log Book, signed and witnessed. If
the ship has to pass through an oil slick, a sample should be taken if practicable so that
comparisons can be made with the ship's oil if required in alert stage.
9.16 Fire in Port
9.16.1 The local fire brigade must always be called in the event of a fire on board, unless the outbreak is
of very minor proportions and is swiftly dealt with by ships staff.
9.16.2 On discovery of a fire, the alarm must be raised and immediate steps taken to extinguish or
contain it. All measures necessary to ensure the safety of persons on board should be taken. Due
consideration should be given to the evacuation of the vessel.
9.16.3 In some ports, the Harbour Master or Senior Fire Officer will assume control of any fire fighting
operations. However, the Master is still in charge of the ship and must maintain a close liaison
with the shore services who might not be aware of normal shipboard problems nor the loss of
stability caused by large volume of free water in the ship. These factors must be brought to their
attention.
9.17 Local bylaws and Harbour Regulations
9.17.1 If possible, Masters should obtain copies of local bylaws and harbour regulations from the ships
agent. These should be read, discussed aboard and complied with. Any difficulty arising should
be discussed with the TS.
9.17.2 The bylaws and regulations should be retained on board for use on a future visit to that port.
9.18 Running Main Engines in Port

9.18.1 Before starting main engines in port, the Chief Engineer must obtain permission from the Master
or the Chief Officer who must ensure that the moorings are properly set and that there are no
obstructions.
9.18.2 On ships with controllable pitch propellers, the pitch should be checked at zero before starting the
main engines.
9.18.3 When a clutch is fitted to a main engine, this should be disengaged prior to starting.
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Issued By: D. P. A.
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9.18.4 If engines are to be tested alongside under load, the following procedure must be followed:
1. The Master or a deck officer to be on the bridge;
2. An officer or responsible rating stationed at each end of the vessel;
3. Adequate moorings, properly set before the engines are started;
4. Means of access temporarily removed;
5. No unauthorised persons to operate bridge controls or telegraphs;
6. Port authority informed where appropriate;
7. Internal and external VHF watch to be kept.
9.19 Maintenance in Port
9.19.1 Routine maintenance which can only be carried out in port should be so planned and organised
that the ship's cargo operation and sailing are not delayed.
9.19.2 If the Chief Engineer considers that any essential non-routine maintenance or repair may, or will,
delay the ship he must report the matter to the Master at the earliest opportunity. The matter must
then be reported to the Technical Superintendent who will consider the best action to take but in
any event inform the TS.
9.20 Overboard discharges
9.20.1 Oily mixtures from engine room bilges or elsewhere must not be pumped over the side in port.
The Chief Engineer must ensure that the measures have been taken to prevent inadvertent
discharges.
9.20.2 Any oil in the cargo holds or bilges must be removed and placed in drums together with any
clearing materials for disposal ashore before the hold is washed out.
9.21 Garbage
The passing overboard of any form of garbage is now strictly limited. Master must ensure that all
concerned understand the procedure mentioned in Garbage Management Manual. Illicit
disposal of garbage will be treated as a disciplinary offence.
9.22 Minimum Officer, Cadets and Crew to be on board in port
9.22.1 Officer
Officers must not leave the ship during a working period (including watch, the same meaning for
the following same phrase) without permission from the departmental head or Master.
1. Master should stay on board during the official working hours in the port, unless leave
the vessel on an official purpose. Master or Chief Officer must not leave vessel at a time.
One must stay on board all the time.
2. 2nd Officer or 3rd Officer must not leave vessel at a time. One must stay on board all the
time.
3. Radio Officer should stay on board during the official working hours in the port, unless
leave the vessel on an official purpose or with Master's permission.
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Issued By: D. P. A.
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4. Chief Engineer should stay on board during the official working hours in the port, unless
leave the vessel on an official purpose. Chief Engineer or 2nd Engineer must not leave
vessel at a time. One must stay on board all the time.
5. 3rd Engineer or 4th Engineer must not leave vessel at a time. One must stay on board all
the time.
6. Electrical Engineer should stay on board during the official working hours in the port,
unless leave the vessel on an official purpose or with Chief Engineer's permission.
9.22.2 Cadets & Crew
1. When the ship is in home port, cadets and crew member must not leave the ship during a
working period (including watch, the same meaning for the following same phrase)
without permission from the departmental head or Master. Cadets and Crew members
remaining on board shall not be less than half of the crew.
Cadets and Crew member can leave the ship in turn after working hours; cadets or crew
members whose families happen to be close to the port, may leave the ship for a family
reunion on the condition that it shall not affect his performance of duties and subject to
permission from the departmental head and Master, and must return to the ship as
required. A cadet or crew member who leaves the ship without permission or fails to
return to the ship on time without justifiable reasons, is subject to punishment for leaving
his post without permission, and shall be responsible for all consequences and expenses.
Cadet or crew members having no family in the place where the ship calls or stays must
not stay ashore overnight.
2. When a ship is in foreign ports, Cadets and crew members are not allowed to leave the
ship during a working period but may leave ship in turn after working hours provided that
half the number of the cadets and crew remains on board on duty, but cadets and crew
members are not allowed to stay on shore overnight.
9.22.3 In the event that a typhoon/strong wind signal is hoisted in the port in which a ship calls or stays,
Master and departmental heads should not allow any officer, cadets and crew member to leave the
ship, officer, cadets or crew members who have already left the ship should return to ship as soon
as possible to take precaution against the typhoon/strong wind.
9.22.4 Officer, cadets and crew member who has to see a doctor shall report to 2 nd Officer and the master
shall, contact with the agency when possible, to arrange for a doctor. A officer, cadets or crew
member who sees a doctor on shore should submit the “Statement of Diagnosis” to Master via the
departmental heads. The doctor’s diagnosis for hospitalization should be submitted, should this
become necessary. Hospitalization shall not be granted unless instruction is given in the doctor’s
diagnosis. Upon receipt of permission to leave hospital, the officer, cadets or crew member
should complete the relevant formalities and return to the ship promptly without stopping
unnecessarily on the way back, or resting in other place otherwise he shall be deemed to have
arbitrarily deserted his post and shall be responsible for all consequences and expenses.
9.23 Voyage Report

After ending a voyage, the Master must send the voyage report in the company form "Deck Log
Abstract (SMS/FORM/51-R0)" to TM. For the purpose of voyage report, the voyage shall start
from the time of drop of pilot in outward bound after completion of discharge. The voyage shall
end at the time of drop of pilot in outward bound after completion of discharge.
Issue No: 1
Issued By: D. P. A.
Page: 1 of 13
10.0 Cargo
10.1 Introduction
10.1.1 The Company's major function is the safe and efficient carriage of cargo. The Master must,
therefore, ensure that all proper steps are taken in the preparation of holds or cargo tanks, in the
loading, carriage and discharge of cargo.
10.1.2 The vessel should always be loaded to the appropriate marks except where there are draft
restrictions or as required by the Company. Bunkers should be kept to a reasonable figure and the
level agreed with the Operations Department Under no circumstances must the vessel be
overloaded.
10.1.3 In most cases, cargoes and their characteristics and problems will be known. However, from time
to time less familiar cargoes will be carried. In this cases the problems will have been discussed
before hand by the operation departmentwho will have consulted the IMDG Code which is held
in the Office. Outside experts will be consulted if the circumstances demand.
10.1.4 Steps will be taken to inform Masters of any special features and precautions to be taken with any
particular cargo. Nevertheless, should Masters come across any difficulties or peculiarities of a
cargo or if a cargo does not appear to conform to specification or description the Master should
contact with the operation department for advice.
10.1.5 A Master should never let his judgement be influenced by agents or others who might have no
responsibility for the ship or cargo. If the Master is being pressed to do anything he considers
imprudent or if he is in any doubt whatsoever he should contact the operation department for
advice. This partially important when loading deck cargoes.
10.1.6 When a vessel have been instructed by the Company to load a particular type and quantity of
cargo at (or not before) a particular time, the Master must not accept amendments to those details
unless specifically authorised by the operation department or by the Agent in writing.
10.1.7 All dry cargo ships have been issued with the "IMSBC" (IMSBC Code). Masters and officers
should familiarise themselves with the Code.
10.1.8 Some of the recommendations in these publications are also covered by Fleet Instructions. The
fact that a particular recommendation is not amplified by a Fleet Instruction does not detract from
its importance nor the requirement of the Company that it be observed.
10.2 Bills of Lading
10.2.1 A Bill of Lading (B/L) is a vitally important document and fulfils three major functions:-
i. receipts of goods on board;

ii. prima facie evidence of quantity and quality of goods loaded;
iii. document of title.
10.2.2 It is essential that Masters attend to all details concerning Bills of Lading in order that the
commercial and legal interests of the Company and its circumstances are protected.
10.2.3 The Master must send the preform Bills of Lading to operation department for approval.
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Issued By: D. P. A.
Page: 2 of 13
10.2.4 The Master must study all B/L in accordance with approved B/L from operation department
before signing them. Care should be taken to see that the date corresponds to the date on which
the cargo was loaded.
10.2.5 Bills of lading for dry bulk cargoes should have a printed clause to the effect that the shipped
weight and quantity is unknown. If a Bill does not have such a clause the Master Should not
sign until he has sought guidance from the operation department.
10.2.6 If presented with a Bill of Lading bearing the endorsement "FREIGHT PREPAID" or words to
that effect, the Master must not sign until he has received authority from the operation
department.
10.2.7 Masters have absolute rights and in fact to clause Bills of Lading if they consider there is any
cause to do so. Clauses can refer to the nature or state of the cargo, or to the quality of the
packaging, or to a substantial disagreement between the ship figure and the shore figure for
loaded weight. Masters must be careful not to become too technical and should only clause Bills
of Lading in general terms. If he has doubts the Master should contact the operation department
for advice.
10.2.8 Clause might be justified, for example, if there appeared to be an undue amount of foreign matter
in a bulk cargo, a bagged cargo that was packed in unsound bags, a steel cargo that was weight or
showing signs of rust or an oil cargo that appeared cloudy or otherwise off specification.
10.2.9 It is generally helpful is the Master informs the shipper or local installation superintendent and
the operation department as soon as his suspicions are aroused that all is not well with the cargo
being loaded. Depending on the circumstances, loading may be suspended to allow a joint survey
to be conducted. Regardless of the results of such a survey, the Master should still clause the B/L
if he considers there is cause to do so.
10.2.10 A shipper might insist on a clean Bill of Lading (i.e. one that has no endorsing clause) although
the Master considers endorsement justified. Under these circumstances, the Company might
arrange for an independent survey to be carried out. In extreme cases it might be necessary for the
Master to issue a Letter of Protest to the shipper after consulting the Company.
10.2.11 If the Master is requested by the agent to sign Letter of Authority empowering agent to sign
B/L, the Master must obtain permission from the operation department to do so.
10.2.12 Underno circumstances should the Master accept the Letter of Indemnity in absence of B/L and
release cargo unless he has obtained authority from the Company. The Letter of Indemnity must
be original, issued by the Chatterer/Consignee as per Charter Party and endorsed by the bank
which to be confirmed by operation department. No photocopy shall be accepted. The Master
shall verify the clauses of the Letter of Indemnity which shall be in accordance with the P & I
club approved format. Example of P & I club approved format is given at the end of this section
in appendix A.
10.2.13 An original Bill of Lading addressed to the discharge port agent or to the receiver may be placed
on board the ship before she sails.
10.2.14 If the Master is transporting a B/L addressed to the receiver or to the agent at the discharge port,
he can permit discharge of the cargo detailed on that document.
10.2.15 If the Master is not transporting a B/L addressed to the receiver or to the agent at the discharge
port, he must contact the operation department as soon as possible after departure from the
loading port. Instructions relating to the discharge of the cargo will be issued by the operation
department and these must be adhered to.
Issue No: 1
Issued By: D. P. A.
Page: 3 of 13
10.2.16 After the cargo has been discharged, any B/L that is given to the Master rather than to the agent
should be forwarded to the Company.
10.3 Noting Protest

Should there be any reason to believe that the ship or cargo might have been damaged due to
weather, collision or other perils, the Master should Note Protest and inform the operation
department accordingly. Extracts of the log book entries for the period in question should be
made.
10.4 Notice of Readiness
10.4.1 Upon arrival at the load port, the Master should make a Notice of Readiness. The Master must
complete and sign the N.O.R. (SMS/FORM-24). but the agent will normally serve it on the
shipper. The N.O.R. must state the time when the vessel is ready to load (usually the time of
arrival at pilot station unless otherwise instructed or vessel's present state dictate so) and also an
accurate assessment of the expected tonnage to be loaded. Unless otherwise advised by the
Company or operation department the Master should assume he will be loading a full and
complete cargo. A copy of the N.O.R must be retained on board.
10.4.2 When a vessel has arrived and is ready to discharge, a similar N.O.R. should be served on the
receiver of the cargo. Again a copy must be retained.
10.4.3 In the event that the vessel is instructed to anchor, the Master must instruct the agent to tend
Notice of Readiness on his behalf and also serve by cable or telex. This should be confirmed in
writing once the vessel is alongside.
10.5 Short Shipment and Dead freight
10.5.1 Unless specifically advised by the Company, the Master should assume that he will load a full
and complete cargo, as stated on the N.O.R.
10.5.2 If this amount of cargo is not available the Master must make a claim for dead freight. This must
be presented for signature to the shipper before the ship sails.
10.5.3 If a dry cargo vessel fails to load expected tonnage due to the actual stowage factor of the cargo
being higher than that originally given by the shipper, a dead freight claim should also be made
on the form SMS/FORM-25.
10.5.4 The operation department must be advised at the earliest opportunity that the claim has been
made and the document should be sent to the head office without any delay. If any difficulty is
experienced in obtaining the necessary acknowledgement from the shipper or his agent the
Master must contact the operation department immediately.
10.5.5 If the Master is in any doubt he should issue a dead freight claim. The claim can always be
withdrawn if it is latter discovered to be unjustified. It is most unlikely that a dead freight claim
will be accepted retrospectively once a vessel has sailed.
10.5.6 If the vessel has been loaded to her appropriate marks, but still has not loaded the expected
quantity, the matter must be investigated immediately and a report made to the operation
department
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Issued By: D. P. A.
Page: 4 of 13
10.6 Letter of Protest
10.6.1 When the difference between the ship and shore figures for a particular commodity exceeds
0.25% a Letter of Protest should be issued. A separate entry should be made on the Letter of
Protest for each commodity where such a differences exists; it is not necessary to issue letter for
each grade.
10.6.2 When completed and signed, the Letter should be given to a representative of the shore
installation who should be invited to acknowledge receipt, one copy should be forwarded to the
operation department and the other retained on board with the cargo records for that voyage.
10.7 Damage by Stevedores
10.7.1 A watch must always be kept on stevedores operating derricks/cranes, grabs and other equipment.
If they appear to be working in a manner that is likely to cause damage to the ship or cargo a
prompt written protest should be made to the person in charge. The fact that a protest has been
made should be recorded in the deck log book and a copy of the protest retained on board.
10.7.2 If a damage is sustained by the vessel as a result of the actions by the stevedores or winch drivers
a written protest should be made immediately to the person in charge of the stevedores giving
details of the damage and holding them responsible. A stevedore damage report form
SMS/FORM-26 should be used. All attempts should be made to get the protest note signed by
the person in charge. The fact that a protest has been made should be recorded in the log book.
The stevedore damage report together with any previous protest notes should be sent with a full
report to the operation department.
10.7.3 If a damage is such that repairs must be carried out before the ship proceeds to sea, the Chief
Engineer should contact the operation department They will decide whether or not to arrange for
a P & I club surveyor to attend the vessel. The advisability of arranging for a Classification
Society surveyor to visit the vessel will also be considered. The operation department will arrange
for necessary repairs.
10.7.4 At some wharves, repairs are carried out on the spot and a note is presented to the Chief Engineer
stating that he is satisfied with the repair. Such note should not be signed without the written
authority by the operation department.
10.7.5 Is cases where damages is not noticed until after the vessel has sailed, the details are to be
reported as soon as possible to the operation department.
10.7.6 In cases where the Master considers that the cargo has been damaged by the stevedores he should
proceed in a similar manner to that prescribed in F.I.no. 10.7.2 amending stevedore damage
report as necessary. If a cargo is damaged whilst being loaded, he must clause Bills of Lading
and or Mate receipt to the effect that the cargo is damaged. The threat of doing this may have the
desired effect of making the stevedores more careful.
10.7.7 Masters are reminded that photographs are a very useful addition to damage reports.
Issue No: 1
Issued By: D. P. A.
Page: 5 of 13
10.8 Charter Parties

10.81 Copies of the Charter Party will be given to the Masters of the vessels on Time Charter. It is very
important that Masters study the document and ensure that they comply with all the clauses. Of
particular importance are the requirement to send position reports and E.T.A messages.
10.8.2 It is important to comply with the speed and fuel consumption clauses in the Charter Party. If the
stated speed and consumption is exceeded, the Company can be liable for the costs of additional
fuel oil. On the other hand if the speed is reduced without good cause and without the Chatterers
prior consent, the Company can be liable for claims for poor performance.
10.8.3 If , due to adverse weather conditions, average speed is lower than those stipulated in the Charter
Party, the Company may be able to repudiate claims by the chatterer. In order to do so, Deck Log
Book entries must accurately describe the weather conditions encountered by the vessel.
10.9 Statement
Statement written or otherwise, must not be made to the Cargo Supervisor of Installation staff
with regard to loading, discharging, or condition of cargo or ship which might later be used
against the ship. It is often happens that shore personnel will try to extract statements from the
ship staff by a series of leading questions. Officers are warned to be on their guard especially
when making telephone calls within the hearing of installation staff.
10.10 Deck Log Book Entries
10.10.1 On all vessels when working cargo, the following information should be recorded in the Deck
Log Book:
1. Time of serving N.O.R.;

2. Times of boarding and leaving pilot;
3. Times of berthing and departure of harbour;
4. Commencement and Completion of Cargo work;
5. Times of opening and closing of hatches;
6. Times of arrival and departure of labour;
7. Number of gangs employed;
8. Shore gear/ ships gear;
9. Commodity loaded/discharged including which space(s) it is being loaded/discharged
to/from;
10. Commencement and completion ballasting operations;
11. Details of inspections and surveys;
12. Details of delays;
13. Weather conditions;
14. Draft in morning and evening, departure and arrival draft.
10.10.2 The information detailed above is the minimum required to be recorded, all other relevant
information should be similarly noted thus ensuring that the Deck log Book provides a full and
complete record of operations in port.
10.10.3 Log entries should be legible and accurate. The log should be signed on completion and any
alterations initialled. Log book entries should not be erased if erroneous but lightly crossed out
and initialled.
Issue No: 1
Issued By: D. P. A.
Page: 6 of 13
10.11 Draught
10.11.1 The departure draughts must always be read and recorded in the Deck Log Book by a responsible
officer. Draught and free board figures must always be recorded in the Official Log Book. The
density of water should be ascertained by the use of the hydrometer provided and the correct
allowances made.
10.11.2 Masters are reminded that in the U.K. and northern European waters the summer season extends
from 1st April to 31st October each year. Vessels arriving in discharging ports after midnight on
31st October must not have their winter marks submerged and must have been loaded with this in
mind making allowances for consumption of bunkers, fresh water and stores on passage.
10.12 Preparation for Loading ( Dry Cargo)
10.12.1 Every opportunity must be taken to keep the holds and bilges clean. This helps in avoiding a
build-up of the debris from previous cargoes which, in time, can prove very expensive to remove.
10.12.2 Before washing down, the holds should be swept as clean as possible, and the sweepings removed
to avoid clogging bilges and pumps. When washing down, steps should be taken to stop solid
matter from entering the bilge wells. As much of the surface water as practicable should be swept
away from the Hatch top to reduce the drying time. Care should be taken to remove all deposits
of previous cargoes from behind frames, brackets, hatch lids and beams.
10.12.3 Before presenting the ship for loading, the Master should inspect the holds and satisfy himself to
their cleanliness and that nothing is present that could contaminate the next cargo.
10.12.4 Specific instructions concerning hold cleaning and preparations for particularly sensitive cargoes,
such as bulk cement, china clay and petroleum coke are given in the F.I. concerning that cargo.
10.12.5 A routine should be established to take every opportunity to inspect the holds for signs of rust,
which should be scraped and touched up with the appropriate hold paint. This should be a
continuing process, starting from a comprehensive treatment at dry docking. If proper care and
attention is paid to the upkeep and maintenance of the holds, they should not be reflected by
cargo surveyors.
10.126 In general terms, the holds must be clean and dry before they are presented for loading. There are
cargoes, such as road stone, where dryness is not a prerequisite but cleanliness and removal of
previous cargoes is still required.
10.12.7Prior to arrival at a loading berth, but only when the Master considers it prudent, consideration
should be given to commencing de-ballasting whilst still underway. This may result in a
reduction in overall loading time, but should only be done when the full effects of a lesser
draught, a greater freeboard and a change of trim have been considered.
Issue No: 1
Issued By: D. P. A.
Page: 7 of 13
10.13 General Cargoes
For loading general cargoes, guidance shall be taken from Thomas Stowage book, appropriate M-
notices and particular requirement of the shipper/chatterer. When loading dangerous cargoes,
IMDG code book shall be consulted. In case of any problem/difficulties arises, the Master shall
consult with operation department.
10.14 Dry Bulk Cargoes
The majority of cargoes carried in vessels operated by the Company are everyday commodities
with which ships staff will be familiar. Nevertheless, all cargoes have particular dangers or
problems associated with them.
Ships are usually fixed to carry full and complete cargoes, but particularly where this is not so,
the operational implications, including the effect on stability, will have been considered by the
Company in consultation with the operation department prior to fixing the cargo.
All cargoes must be loaded in accordance with the IMSBC Code and with due regard to the
advice and criteria detailed in the ships Trim and Stability Book.
Care must be taken when loading some non-cohesive (free-flowing) granular materials such as
grains, fertilizers, some concentrates and tapioca.
These substances may be liable to cargo shift if account is not taken of their respective angles of
repose. The angle of repose for a particular material is the maximum slope angle which the
material will remain stable i.e. a small angle of repose indicates a cargo that will easily flow.
Prior to loading those types of cargoes indicated in para 4 of 10.14, the Master should obtain from
the shipper the angle of repose of the cargo to be loaded:-
i. If the figure obtained is less than 30 0, the cargo should be treated as if it were a grain
cargo and heeling moment calculations should be made. Advice must be sought from the
TS.
ii. If the figure obtained is between 30 0 and 350 (inclusive) the cargo should be trimmed
over iTS entire surface to ensure as level a stow as possible;
iii. If the figure obtained is greater than 35 0 , the cargo should be trimmed level under the
hatch square and may be allowed to slope towards the wings and ends of the hold.
Should a Master have any doubts regarding the stowage of a particular cargo, he should consult
the operation department for further advice.
10.14.1 Grain
Grain must be loaded in accordance with I.M.O. requirements as detailed in the ships Grain
Stability Book. If the holds are not full and there is therefore an ullage, it is necessary to calculate
the grain heeling moments for the cargo. If these are shown to be less than the maximum
permissible grain heeling moments for all stages of the proposed voyage, the vessel may safely
proceed to sea.
Issue No: 1
Issued By: D. P. A.
Page: 8 of 13
If however the actual grain heeling moments exceed the maximum permissible, it will be
necessary to overstow the bulk grain with bagged grain unless more cargo is forthcoming.
Ships with moveable grain bulkheads should calculate their grain stowage and place the
bulkheads to ensure that there is no ullage. In all cases, the grain should be trimmed level. If bags
are required, the Master must order them in good time. It is better to over order and return the
balance rather than to request more in the last stages.
10.14.2 Coal
Whenever possible, coal should be ventilated during the voyage to avoid a build up of methane
gas. Naked lights, smoking or repairs requiring hot work must not be permitted on deck, in the
holds or in any store rooms or mast houses adjacent to the cargo holds during the loading,
carriage or discharge of coal, or until the spaces have been properly ventilated.
Wet coal does not apparently constitute a greater fire or explosion risk, However, should the coal
appear unduly wet the Master should clause the Bill of Lading to that effect in order to protect the
Company against claims for short delivery caused by the coal drying out during the voyage.
The temperature of the cargo should be monitored whilst on board the vessel. If any significant
increase is detected advice should immediately be obtained from the TS. Personnel must not be
permitted to enter a hold containing coal unless wearing breathing apparatus.
It should be ensured that preparations prior to entry to the holds are in full compliance with the
instructions relating to entering enclosed spaces (F.I. no. 4.7).
10.14.3 Petroleum Coke

This is a particularly difficult cargo in that it can be easily contaminated and the holds must be
thoroughly prepared and free from rust and scale. When discharged, the cargo can leave greasy
deposits in the hold which must be removed prior to any future cargo. Household detergent can
be used to remove much of the grease, but should be used sparingly because of the dangers of
pollution. The same basic procedures concerning safety should be employed as with coal.
10.14.4 Mineral Concentrates
This general term covers a range of cargoes including zinc, lead or copper concentrates, residues
and pyrites. In general, they are very dense substances having very low stowage factors. In certain
conditions, these substances may be subject to liquefaction, which may cause a shift of cargo with
a resultant reduction in or loss of positive stability.
Before loading cargoes of this nature the Master must obtain a Moisture Content Certificate in
duplicate. One copy must be sent to the TSbefore the ships sails from the loading port.
The certificate must show the actual moisture content of the cargo and the transportable moisture
limit (T.M.L.). The ship must not load the cargo when the actual moisture content indicated
exceeds the T.M.L., but should contact the TSfor advice.
If the cargo has already been loaded, the Master must not sail but should seek advice from the TS
Issue No: 1
Issued By: D. P. A.
Page: 9 of 13
Some concentrates, in particular lead and zinc, have the property of absorbing oxygen from the
atmosphere. Accordingly, holds containing such cargoes should be well ventilated before
anybody is allowed to enter. Loading should be suspended and hatches closed during periods of
rain. Any cargo suspected of being wet should be rejected until advise is obtained from the
operation department. Before loading, the bilges and sounding pipes must be tested and found
satisfactory. During loading and whilst on passage the hold bilges should be pumped regularly in
an endeavour to reduce any moisture in the hold. Whilst on passage, heavy rolling should be
avoided. This may mean making alterations of course to avoid deem seas thus increasing the
distance steamed. Such action is acceptable in the interests of safety.
When cleaning the holds, as much cargo residue as possible should be swept up before washing.
Burlap should be placed under the strainer plates in bilge wells to retain as much solid matter as
possible. This will undoubtedly lengthen the cleaning process but will reduce the risk of blocking
the bilge lines.
10.14.5 Duff Coal
This cargo combines the problems of carrying coal and concentrates and the safety precautions
for both types of cargo should be taken.
10.14.6 Roadstone
The main precaution to be taken with this cargo is to ensure that all grain and other seeds have
been removed from the hold, bearns, ledges and hatch covers prior to loading.
10.14.7 China Clay

This material is used in the manufacture of a number of fine products and can be very easily
contaminated. Complete cleanliness is therefore essential. This applies not only to holds and
hatches, but also the surrounding decks and superstructures. All traces of previous cargoes must
be removed, together with any loose rust or scale. If time permits paint work should be touched
up.
When there is only a short passage to the loading port, arrival should be delayed in order to carry
out the necessary cleaning. The Master must discuss the program with the operation department.
and keep him informed of progress.
10.14.8 Silver Sand
Practically all the remarks concerning china clay apply equally to this material, which is used in
the manufacture of glass.
10.14.9 Scrap
Iron and steel scrap is occasionally carried in the Company's vessels. It can very from steel rails
in reasonable condition to swarf (turnings). The majority is light fragmented scrap which
does not contain any oil or other organic substance, and which causes few problems.
Issue No: 1
Issued By: D. P. A.
Page: 10 of 13
If scrap rails are carried care must be taken to get a good tight stow and to ensure that the cargo is
adequately secured before going to sea.
Precautions to be taken when loading and carrying the lighter forms of scrap particularly if it
contains a significant quantity of swarf are described in the IMSBC Code. Such cargoes have a
self heating property that can have serious consequences if not detected. This also leads to
oxygen depletion and personnel must not enter the hold until it has been properly ventilated.
When loading, the cargo is usually compacted and if the surface temperature exceeds 90 0C
loading should be stopped and not resumed until the temperature has fallen before 85 0 C. The
ship should not sail until the temperature is below 65 0 C and has shown a downward trend for
eight hours. If a rise in temperature is detected on passage, the Master should contact the
operation departmentfor advice.
Entry into cargo spaces containing this material should be made only with the main hatches open
and after adequate ventilation and when using breathing apparatus.
Scrap cargoes must not be loaded or discharged using magnetic apparatus. If such equipment is
offered, the Master must stop cargo operations and call the operation departmentfor advice.
After discharge, the tank top must be carefully inspected as damage often results from these of
the spider grabs normally employed.
It is important to note the behaviour of the ships magnetic compasses when carrying and after
discharging a cargo of scrap.
10.14.10 Steel
Steel is shipped in many forms, the most common being coils, plates, ingots, bars and billets
Because steel is very heavy the metacentric highlight (operation department) of the vessel will be
large which can result in violent rolling in heavy weather. As each individual item in the cargo
will be very heavy the dangers to the ship if the cargo shifts are great. Normally, the chatterer is
responsible for the securing the cargo which must always be to the Masters satisfaction before the
ship sails.
The stow should be as tight as possible from side to side of the holds. Any spaces between oils or
ingots should be filled with dunnage to prevent any movement. If the cargo does not extend to the
ships side it should be securely tommed with stout timbers to the frames.
Steel coils are normally stowed on their rounds. Dunnage should be driven under the rounds and
the coils should be stowed in regular tiers from side to side. If a second tier is necessary the coils
should be stowed in the cantlines of the lower tiers. Wire lashings should be passed over and at
intervals through the coils of all layers to lace them into a solid unit. The coils themselves should
be protected from the lashing wires by the use of dunnage. The lashings should be set up with
rigging screws. At most continental berths the securing is done by means of steel strapping that is
set up tightly and rigging screws are not required.
Should the occasion arise where structural steelwork or similar cargo having a relatively high
stowage factor is to be loaded into the same ship as steel plates or similar goods having a very
low stowage factor, advice should be sought from the operation department.
Issue No: 1
Issued By: D. P. A.
Page: 11 of 13
Salt water can be very harmful to certain steel cargoes and occasionally it is necessary to wash
out the holds with fresh water before loading. Additionally, tape may be supplied which must be
placed over the hatch cover cross join operation department prior to sailing. Where possible, the
areas to be taped should be washed with fresh water and allowed to dry before applying the tape.
Steel is a very valuable commodity and claims for damage can be very expensive. It is therefore
essential that Masters clause Bills of Lading if the steel appears wet, rusty, tom or damaged or
otherwise not in prime condition. If the shipper objects to this and insists on clean Bills of
Lading, the Master must not sign but should contact the operation department immediately.
It is most important that cargo operations are suspended and hatches closed during periods of
precipitation. The Master must not re-open the hatches or resume cargo operations without
authority from the operation department unless the precipitation ceases.
The effect operation department of the steel cargo on the ships compasses should be carefully
noted during and after the voyage.
10.14.11 Fertilizers
Many fertilizers are potentially dangerous in that they can be flammable, explosive or corrosive.
All must be treated with care. The precautions appearing in the IMSBC Code must be followed.
Prior to a ship being fixed to carry one of the cargoes classified in the I.M.D.G. Code, the matter
will have been investigated by the operation department. The Master will be advised of any
necessary precautions required to be taken.
The holds must be clean and dry before loading and all traces of previous cargoes or dunnage
must be removed.
After discharging is complete, the holds must be thoroughly swept and washed out. Some of the
finer fertilizers tend to accumulate against pipes and other projections and must be removed. As
much of the sweepings as possible must be removed from the holds before washing is
commenced. Bilge’s must be thoroughly washed out at least twice because of the corrosive effect
of most fertilizers when in solution with sea water.
When loading fertilizers of a granular type, the advice relating to angles of repose contained in
the IMSBC Code and F. I.no. 10.14 should be carefully considered.
10.14.12 Bulk Cement

Bulk cement is a potentially dangerous cargo because of its property of being able to flow like a
liquid when aerated during the loading process. A vessel which has loaded a cargo of bulk cement
must not leave the loading berth for a period of twelve hours after completion of loading. This
delay is to ensure that the cargo has properly settled. By the end of this period, the cement will
have lost its fluid properties and will now act as a solid bulk cargo.
Prior to loading, all hold bilges must be sealed to prevent even the smallest quantities of cement
entering the bilges. All ballast water must be removed from the double bottom tanks.
When loading through cement lids, the hatch covers must be completely secured in the closed
position, with all quick acting cleats, cross joint wedges or other securing mechanisms firmly in
place to one spout until control is regained.
Issue No: 1
Issued By: D. P. A.
Page: 12 of 13
Care must be taken to keep the vessel upright during loading to prevent cargo from running to one
side. If it proves difficult to do this with two spouts in operation, the loading should be restricted
to one spout until control is regained. In order to avoid a build up of cargo residues, the following
procedures must be carried out irrespective of the nature of the next cargo:-
1. On completion of discharge and prior to the introduction of any water, the holds,
comings and underside of the hatch covers must be thoroughly dry swept, and all cargo
residue removed. The bilges should remain in the sealed condition;
2. Cement must not enter the bilge pumping system and therefore a portable sludge pump is
provided to those vessels engaged in this trade. This pump must be used for the removal
of dirty wash water from the hold. Only after the hold is thoroughly clean should the
bilges be opened. Any water contained in the wells should be removed using the portable
pump. The bilge should be cleaned out if residues are present.
When the Master, or his deputy, is satisfied that the bilge is free of cargo residue, the well should
be partially filled with water and the permanent bilge pumping system proved to be operational.
10.15 Cargo Securing
For securing of Non-standardized, Semi-standardized and Standized cargo, The Master shall refer
to the Cargo Securing Manual.
10.16 Cargo Records

Every vessel must maintain a record of each cargo carried which includes, but need not be limited
to:-
1. Cargo type :-
2. Cargo quantity :-
3. Cargo disposition :-
4. Load and discharge port(s);
5. Relevant draft TS
Appendix A: Example of P & I club approved format of Letter of Indemnity.
To The Master and Owners of the MV " ………………………….……….."
Dear sirs,
MV " ……………………….……….. "
Voyage:
Goods:
Description:
Marks:
No:
BS/L
Dated
Whereas the above goods were shipped on the above vessel by Messrs ………………
…………….
(and consigned to us) but the relevant Bills of Lading have not yet arrived.
Issue No: 1
Issued By: D. P. A.
Page: 13 of 13
We hereby request you to deliver such goods to ……………………………………………. / us

without production of the relevant original Bills of Lading.
In consideration of you complying with our above request, we hereby irrevocably agree as
follows:
1. To indemnify you, your servants and agents and to hold all of you harmless in respect of
any liability, loss or damage of whatsoever nature, whether direct or indirect, which you
may sustain by reason of your delivering the goods to ……………………………… / us
in accordance with our request.
2. In the event of any proceedings being commenced against you or any or your servants or
agents in connection with the delivery of the goods as aforesaid to provide you or them
from time to time with sufficient funds to defend the same.
3. If the vessel, or any other vessel, asset or property belonging to you or in the same
associated beneficial ownership management or control should be arrested or detained or
if the arrest or detention thereof should be threatened to provide such bail or other
security as may be required to prevent such arrest or detention or to secure the release of
such vessel asset or property and to indemnify in respect of any loss damage or expenses
caused by such arrest or detention whether or not the same may be justified
4. As soon as all original Bills of Lading for the above goods shall have arrived/ or come
into our possession to produce and deliver the same to you whereupon our liability
hereunder shall cease.
5. The liability of each and every person under this indemnity shall be joint and several and
shall not be conditional upon your proceeding first against any person whether or not
such person is party to or liable under this indemnity.
This indemnity shall been construed in accordance with English Law and each and every person
under this indemnity shall at your request submit to the exclusive jurisdiction of the high Court of
Justice in England.
Yours faithfully,
For and On behalf of
Issue No: 1
Issued By: D. P. A.
Page: 1 of 16
11.0 Maintenance
11.1 Main engines
11.1.1 Operating conditions and parameters are set by the manufacturer's operating manuals. Individual
manufacturers instruction shall be followed in maintenance. The items and schedule shall be as
per Planned maintenance schedule & Record - Engine (SMS/FORM-45-R1).
Following reports shall be sent to Technical Superintendent on monthly basis using company
forms:
a. Planned maintenance schedule & Record - Engine SMS/FORM-45-R0

b. Monthly Report of Operating Hours and Inspections
of Vessel's Machinery SMS/FORM-43-R0
c. Maintenance/Repair carried out SMS/FORM-34-R0
When maintenance/overhauling/Repairs are carried out, following report TM shall be sent to TM:
a. Overhauling Report SMS/FORM-45-R0

b. Main Engine Inspection Report SMS/FORM-36-R0
c Main Engine Piston groove and ring wear report SMS/FORM-37-R0
d. Main Engine - Cylinder Liner Gauging Report SMS/FORM-38-R0
e. Decarbonisation Report SMS/FORM-44-R0
One copy of all report TM shall be retained on board for record.
11.1.2 Turbo blower water washing shall be carried out on weekly basis.
11.1.3 C.P.P. hub L.O. pressure must be checked on arrival every port and maintained at manufacturer
recommended range. Nitrogen to be charged as required.
11.2 Boilers and Exhaust Gas Economisers

Individual manufacturers instruction should be followed for operating and maintaining boilers
and exhaust gas economisers, but following routines should be considered standard practice:
Daily:- Blowdown boiler, gauge glasses and water level controls;
Check combustion.
Weekly:- Remove and clean burner manifold, clean and check electrodes, clean fuel filter;
Check HT leads;
Clean hotwell and feed water strainer.
Boiler water treatment analysis.
Clean photocell;
Monthly:- Test alarms and shutdowns;
Yearly:- Soot clean/ clean tubes;
Inspect furnace bricks;
Check/ operate safety valves.
Issue No: 1
Issued By: D. P. A.
Page: 2 of 16
11.3 Engine room auxiliary machinery

11.3.1 General
Operating conditions and parameters are set by the manufacturer's operating manuals. Regular
care and maintenance is to be carried out according to the Company and manufacturer's
instructions, drawings and planned maintenance schedule.
Ship safety and operational requirements must be considered before undertaking maintenance
work.
Machinery maintenance on Continuous Survey ships should be planned to level out the work load
by sensible arrangement of the running hours. The running hours and maintenance of machinery
on ships of Extended Survey should be planned to coincide with the scheduled dockings.
Due consideration should always be given to the operational efficiency of the engine room plant
and whether any additional machinery should be employed to share the load.
Weekly:- Auxiliary engines water treatment analysis.

Automatic machinery starting.
11.3.2 Auxiliary Engines
The operating conditions and parameters are set by the manufacturer operating manuals. In
addition, instructions of Tech. Superintendent shall be followed.
The engine should be kept as clean as possible and lubricating oil, fuel oil, water and exhaust
leaks should be taken up at the first opportunity.
The superintendents should be advised if the alternators are unable to manage the design load.
When maintenance are carried out, inspection report shall be sent to Tech. Superintendent using
following forms:
a. Generator Cylinder liner gauging Report SMS/FORM-39-R0
b Generator Piston ring clearance Report SMS/FORM-40-R0
c. Generator crankshaft gauging Report SMS/FORM-41-R0
11.3.3 Exchangers
For a heat exchanger to be efficient , the strainer grids and baskets must be cleaned regularly.
Sacrificial anodes in water boxes must be inspected and changed as changed as necessary.
Anodes which are not wasting away are not protecting the heat exchanger and are probably made
of the wrong material or have been badly fitted.
Care should be taken when removing and cleaning water-box covers on tube coolers not to
damage any coatings, especially bonded rubber. Epoxy or bitumen-based coatings should be
touched up as necessary.
Early tube failures can be due to pollution in coastal waters. Do not allow polluted water to
stagnate in the coolers.
Coolers should be cleaned as necessary and careful monitoring of temperatures is essential to
determine when cleaning is to be carried out. Fouling of coolers not only reduces heat
transfer but
Issue No: 1
Issued By: D. P. A.
Page: 3 of 16
also promotes corrosion and cavitation. Correct size brushes should be used in tube coolers. Care
must be taken when re-assembling plate coolers not to over tighten clamping bolts in case of
damage to the plates. The bolts must be tightened evenly and dimensions checked throughout the
process.
11.3.4 Air Compressors
Compressed air is used for starting main and auxiliary engines, for control equipment and
instrumentation purposes, and for various portable tools both in the engine room and on deck. It
is a very necessary service on board a vessel and it is important that the air compressors are well
maintained.
Engineers should make themselves familiar with the compressors and dully understand the
operation and methods of control. Routine maintenance should be carried out according to the
manufacturers and should be performed at regular intervals to keep the compressor in good
working order. As working conditions differ in each case, only experience will indicate how
frequently each task should be performed.
Special attention must be paid to the automatic start and stop mechanism that this is always kept
in good working order.
The correct grade of lubricating oil must be used to avoid running troubles and excessive amounts
of carbon forming on the piston, liner, head and valves.
Beware of overcooling or under cooling the air compressor.
Relief valves fitted to each stage and to the air receiver should be tested approximately every 3
months.
Pressure reducing valves should be checked regularly, along with oil separators and moisture
traps. Air reservoirs should be drained daily.
The compressor should be turned by hand daily when not in use. If the compressor is to be out of
action for any considerable period, remove, clean and grease the valves. Pour small quantities of
oil down each cylinder and rotate the crankshaft a couple of turns. Drain the sump. De-grease the
valves before putting back into use.
SAFETY: Make no adjustment to the compressor or fittings whilst the compressor is on load.
11.3.5 Pumps
Engineers should make themselves familiar with the manufacturers instructions on the running
and maintenance of the various pumps.
They should be aware of the type of pump and the operating parameters governing that particular
design.
The correct start and stop procedures should be understood. Priming devices should be used when
fitted.
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Issued By: D. P. A.
Page: 4 of 16
Where possible pumps should not be run dry. "Mono" type pumps must never be run dry, even
for a few revolutions or the stator will immediately be damaged. Strainers and filters should be
checked regularly.
Attention should be paid to excessive noise and vibration as this may indicate cavitation in the
pump.
Glands must be checked regularly for leakage. The correct size of packing must be used and also
the correct material for the fluid being pumped. Mechanical seals must be carefully fitted
according to manufacturer’s instructions. If fitted, maintain gland cooling in good working order.
Glands should not be over tightened in case of overloading the motor or burning the packing.
Conversely, a loose gland may result in an ingress of air and the pump gassing up.
Pumps with a gearbox should have the oil level checked regularly.
Bearings should be greased according to the greasing schedule.
Positive displacement pumps must never be started with the discharge valve shut. Settings and
overhaul relief valves should be checked according to manufacturers instructions.
Pumps must be changed over regularly (if duplicated), usually on a weekly basis, and their
performance monitored.
If the fire pump or the emergency fire pump is being overhauled, alternative arrangement TM for
pressurising the fire main must be made.
11.3.6 Piping systems
Routine watch keeping practices should include the inspection of all pipe work in the engine
room and associated valves and cocks. When carrying out maintenance on the pipe work, care
should be taken to ensure that the line is isolated, the pressure has been relieved and, if possible,
that the line has been drained.
Valves, especially those with extended spindles, and cocks should be operated regularly to ensure
smooth opening and closing. They should be re-packed and overhauled as necessary.
Remote operated quick-closing valves should be tested regularly in accordance with the vessels
Testing of Critical Equipment Report form.
If a section of pipe or valve has to be replaced, it is important that the replacement is made of the
correct material so as to avoid galvanic action. Replacement packing should be of suitable
material for the fluid being handled.
Lagging should be kept in a good state of repair at all times. Damaged lagging should be replaced
and lagging removed for access should be put back as soon as possible. Oil saturated lagging is a
potential fire hazard and should be replaced.
Steam lines should be drained before use and warmed through by cracking open valves.
Pipe clamps should be used against vibration and for support where necessary.
High sea suctions should be used in port if thedraught of the vessel permits TS
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Issued By: D. P. A.
Page: 5 of 16
11.3.7 Centrifugal Separators
Engineers should make themselves familiar with the purifiers and follow the manufacturers
instructions on operation and maintenance.
The frequency of routine maintenance such as opening up and cleaning the separator depends on
the type of separator and the condition of the fuel or the lubricating oil.
When the separator has been re-assembled, the machine must not be started before checking that
the lock rings of the bowl inlet, outlet, outlet and other fastenings have been securely tightened.
No part of the machine should be loosened until the bowl has completely stopped.
Regular inspection of the separator must be made to check operating temperature, back pressure,
throughput, signs of external leaks and hat no oil is passing the seal and being dumped in the
sludge tank.
Due to the very high speeds and centrifugal forces involved, separators can be extremely
dangerous if they become unbalance. Therefore, if the separator is unusually noisy or vibrates, it
should be stopped immediately and the cause investigated. the running speed should be checked
from time to time - it is essential to operate the machine at the correct speed both in order to
achieve the best separating results and for reasons of safety.
11.3.8 Filters / Strainers
Filters and strainers should be cleaned or changed according to the ships routine or whenever the
situation indicates action is necessary.
Care must be taken that the filter is isolated and drained before opening for cleaning. Air bleeds
and drain cocks must be opened before slackening cover fastenings. With Duplex filters the 3-
way cock should be checked to be in the correct position so that should always be kept in good
working order. Any spillages should be cleaned up immediately.
Special attention must be paid when opening sea water strainers that the isolating valves are
tightly closed and are not passing.
Gaskets and "O" rings must be checked to be in good condition before closing up a filter or
strainer. They should be carefully re-positioned to avoid leakages when the isolating valves are
opened. Beware of damaging covers and "O" rings by over-tightening.
Care must be taken with the use of cleaning materials to prevent skin infections and possible
damage to the eyes. This is particularly important when using compressed air for final removal of
cleaning material or rinsing water.
Discarded filters must be kept on board and disposed of at the next port of call.
Issue No: 1
Issued By: D. P. A.
Page: 6 of 16
11.3.9 Oily Water Separator
Engineers should make themselves familiar with the oily water separator (O.W.S) and follow the
manufacturers instructions on operation, routine maintenance and testing.
Avoid using detergent TM in the bilges, if possible, as the resulting emulsification will effect the
operation of the equipment.
The automatic operation of the O.W.S should be kept in good working order at all times.
A function test should be carried out before operation of the O.W.S. if such a test device is fitted.
After opening up the separator, it should always be filled with clean fresh or sea water before
introducing bilge water.
The separator should normally be left full of water unless freezing conditions exist.
11.3.10 Bilges
1. All bilges suction are to be tested at intervals not exceeding more than one month as per
Testing of Critical Equipment Report SMS/FORM-31-R0. The importance of
maintaining the bilge piping system in efficient working order can not be strongly
emphasised.
2. The use of detergents within the machinery space should be kept to the minimum
necessary to achieve the required standard of cleanliness.
11.3.11 Sewage Plant
Engineers should make themselves familiar with the sewage treatment plant and follow the
manufacturer's instructions on operation and maintenance.
Special care must be taken when de-sludging the aeration Hatch or draining and cleaning each
compartment.
When in restricted waters, replenish the supply of tablets in the chlorinator - never allow the level
to fall below 1/4 full.
The plant must be operated in accordance with manufacturer instructions.

11.3.12 Steering Gear
The oil should be dept free of air and any other impurities. Filters should be cleaned according to
the manufacturer’s instructions or more frequently if necessary.
The oil should be changed every docking. The grease points should be well lubricated and the
system inspected regularly for leaks.
A flow diagram and instructions for emergency operation should be posted alongside the steering
gear. Emergency operation should be tested 12 hrs. prior to entry or departure of a port or as per
local regulation.
Required greasing should be carried out at regular intervals. The rudder stock should be
monitored for noise and vibration levels.
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Issued By: D. P. A.
Page: 7 of 16
11.3.13 Domestic Fresh water System
The various element TS of the fresh water storage and distribution system should be inspected,
cleaned, flushed out at regular intervals. The instructions accompanying the treatment chemicals
must be followed.
Fresh water tanks should be used in rotation to avoid problems associated with stagnation.
The filling hose should be flushed through before loading from shore or barge.
The residual free-chlorine content should be maintained at 0.2ppm.
It is recommended that fresh water storage tanks are opened up, emptied, ventilated and inspected
at intervals not exceeding 12 months and thoroughly cleaned, recoated as necessary, aired and
refilled with clean fresh water chlorinated to a concentration of 0.2ppm. The cleaning process
should include disinfection with a solution of 50ppm. In addition, the tanks should be pumped out
and hosed prior to filling, at approximately 6 months intervals.
Water from low pressure evaporators should be produced when the vessel is at least 20 miles
from land. Auto-chlorination unit TS must be in good working order. Vessels having only U.V.
sterilizers should ensure chlorination of the tanks to 0.2ppm concentration. Fresh water
generators should be operated and maintained according to the manufacturers instructions.
Regular and accurate logging of temperatures, pressures etc plays an important part in the proper
maintenance of the plant.
11.3.14 Refrigeration
Engineers should make themselves familiar with manufacturers manuals on the operation and
routine maintenance of the refrigerating plant and have a basic knowledge of fault finding. The
main causes of plant failure are leaks, air, dirt and moisture in the system and regular attention
must be paid to filters, separators and driers. Engineers should be familiar with the symptoms of
undercharge and overcharge.
The safety and operational control settings should be understood, ie high and low pressure cut-out
TS, oil differential pressure switch, thermostat operating temperature, opening and closing
pressures of control switches.
The high and low pressure cut-out TS and the oil differential pressure switch must be in operation
at all times.
The suction valve should always be closed before starting in order to prevent liquid refrigerant
from reaching the compressor.
Regular and accurate logging of temperatures, pressures etc plays an important part in the proper
maintenance of the plant.
When loosening a connection of any part in which refrigerant is confined, proper protection
should be afforded to the eyes by the use of goggles.
Compressor crankcase heaters should be checked to ensure that they operate when the
compressor shuts down.
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Issued By: D. P. A.
Page: 8 of 16
If a plant is not in use it is important that it is run for a short time at regular intervals for
lubrication purposes. In the case of the crankshaft seals, lubrication is needed to prevent the seal
faces becoming dry and resulting in a loss of refrigerant. Whatever the cause of a leakage, it
should be rectified as soon as possible in order to keep refrigerant losses, and therefore costs, to a
minimum.
Expansion valves should not be adjusted as these are pre-set by the manufacturer.
Ice should not be allowed to build up on the evaporator and associated and associated pipe-work.
If not automatic it should be defrosted as necessary.
11.3.15 Air Conditioning and Ventilation

The above instructions for a ships refrigeration plant are also applicable to the air conditioning
plant.
With air conditioning, drainage and scuppering arrangements for air inlets and condensate
collecting trays must be well maintained to prevent an accumulation of stagnant water where
bacteria may flourish. Filters, when wet with rain water or dirty due to insects, soot, cargo dust
etc, provide ideal breeding grounds for the bacteria.
Intake jalousies and mesh-type grilles should be cleaned regularly.
Filter mat TS should be cleaned by vacuum cleaner or by immersion in soapy water and replaced
as necessary.
Grease filters in galleys help maintain proper hygiene standards and working conditions, and
safeguard against fire by preventing grease lining the air ducting. It is, therefore, essential that
elements are washed or changed regularly.
Fans and motors should be inspected regularly. The condition and tension of fan "V" belts should
be checked and they should be kept clean and free from grease and oil. Safety guards should be in
place. Dampers should be operated frequently to prevent seizure.
11.3.16 Engine Room Tanks
All gauge glasses on engine room tanks should be kept clean and free from leaks. The cocks
should be operated regularly and maintained as necessary to ensure correct tank levels are seen in
the glass.
The frequency of tank cleaning will very from ship to ship, depending on the quality of the oil or
water stored in the tank. In the interests of safety, all tanks should be ventilated before entry and
the ventilation maintained during the time that work is being carried out. If there is reason to
suspect lack of oxygen or the presence of toxic vapours then ventilation (or gas freeing) should be
started some time before entry and the atmosphere checked before going in. There must be a
second person at the entrance. The duty of the watcher or anybody else involved, is to go for
assistance in the event of trouble. All ships have copies of the safety card for entry into enclosed
spaces, and personnel should refer to this whenever it is necessary to entry a tank. An Enclosed
Space Entry Permit should be completed.
11.3.17 Sounding Pipes and Vent Pipes
Sounding pipe caps should be in position with the threads well greased. Self-closing cocks should
be well maintained and kept fully operational. There should be no removal of weights or fixing of
cocks in the open position.
Issue No: 2
Issued By: D. P. A.
Page: 9 of 16
Ventilation pipes should always be in good working order. Gauzes should be cleaned and
repaired as necessary, non-return ball valves should always be in place. Save-alls around went
pipes should be plugged and accumulations of rain and sea water drained off regularly.
11.3.18 Quick-Closing Valves and Fire Dampers
Quick-closing valves and fire dampers should be tested on monthly basis as per Testing of
Critical Equipment Report SMS/FORM-31-R0 to ensure correct operation at all times. This
testing should be carried out as part of the ships routine safety checks.
11.4 Lubricating oil analysis

Lubricating oil analysis of Main Engine, Auxiliary engines and Deck Machinery shall be carried
out as per current company circular followed by supply providers lube chart.
11.5 Critical Systems
The testing of Critical System shall be carried out on a monthly basis as per the following forms:
Testing of Critical Equipment Report(Deck/Radio) SMS/FORM-32-R0
Testing of Critical Equipment Report(Eng.Dept) SMS/FORM-33-R0
Report shall be sent to Tech. Superintendent and copy retained on board.
11.6 U.M.S Operation

1. If the vessel is classified for U.M.S operation, all alarms, fire detection, controls and fail-
safe features on such an installation should be tested every month.
2. All alarms and auto shut-down devices associated with the main engine, auxiliary
machinery , lubrication systems and cooling systems are to be tested for correct
operation.
3. Auto start-up of stand-by lubricating oil, cooling and fuel oil pumps should be proved.
4. Auto start-up of the emergency generator must be demonstrated and run up on load.
5. When the electrical power requirements are normally supplied by one generating set,
U.M.S. requirements demand that a stand-by main generator is started automatically on
loss of the duty generator. The stand-by generator is to start and close onto the dead bus-
bars followed by auto-sequential starting of essential services. The correct functioning of
the system will be tested.
5. Duplicate bilge level alarms to be tested.
6. Check back-up batteries for alarms monitoring system.
7. Check:-
i The alarms displayed on the main engine room console are relayed to a smaller
group on the Bridge;
ii The Duty Engineer call system is operating in accommodation areas;
iii An Engineers alarm sounds generally in the alleyways and other Engineers
Cabins if the selected Duty Engineer does not answer his alarm within the set
time of 2-3 minutes.
Issue No: 1
Issued By: D. P. A.
Page: 10 of 16
8. An inspection and test of the fire detection system must be performed. Hand-operated fire
alarm switches of the "break-glass" type must also be examined and tested.
9. Main engine controls must function properly and be tested from the bridge, the Control
room and the emergency position alongside the engine.
10. The fire pump or pump designated for fire pump duty must be lined up with the fire main
and ready to be started from a remote position when the engine room is unmanned.
11.7 Electrical Equipment
11.7.1 General
Engineers should be familiar with the location and details of the main switchboard and all sub-
switchboards and what power supplies are taken from them.
Good watch keeping practices should be observed with all electrical equipment. Equipment must
be kept under continuous observation so that normal healthy conditions become known and
abnormal operation becomes quickly apparent.
Engineers new to the ship should make themselves familiar with what actions are to be taken in
the event of a blackout.
11.7.2 Electrical Safety
Ships staff must operate equipment in s a safe manner and maintain it in a safe condition at all
times. Before attempting any electrical work, there are basic safety precautions to bear in mind:-
i Get to know the ships electrical system and equipment by studying diagrams and noting
normal indications on switchboard instruments etc so that abnormal operation can
quickly be detected;
ii Operate and maintain equipment according to manufacturers recommendations;
Bearings should give little trouble if fitted properly. However, if there is sticking or unevenness,
even after cleaning, the bearing should be discarded. Similarly, bearings with signs of corrosion,
overheating or other damage should be discarded.
Motor fan impellers should be inspected for damage.
I.R. readings on motors will be taken at leas every special survey and compared with previous
results.
Starter and other motor control gear should be regularly inspected to check and maintain the
following:-
i Enclosure - check for dirt and rust. Any corroded parts should be cleaned and re-painted.
Fixing bolts and earth straps to be checked for tightness, especially in areas of high
vibration;
ii Contactors and relays - Check for signs of overheating, dust and grease and loose
connections;
Issue No: 1
Issued By: D. P. A.
Page: 11 of 16
iii Contacts - Look for excessive pitting and roughness due to burning. Copper contacts can
be smooth filed or rubbed, but do not file silver alloy contacts. Check spring pressures;
iv Connections-check for tightness;
v Over-current relays - inspect for dirt, grease and corrosion and freedom of movement.
11.7.3 Lighting
Lamps should be replaced with the correct size, voltage and power rating for the fitting it is
housed in. Wire connections behind the lampholder should be checked for signs of overheating.
Cleaning of the lamp glass and reflectors is essential for safety and necessary to maintain
efficiency of lighting. Particular care should be paid to the maintenance of the watertight integrity
of exposed fittings on deck at flanged join TS and cable gland entries. Regular inspection of all
portable hand lamps and portable cargo light fittings should be undertaken.
11.7.4 Earth Faults
Earth faults must be cleared as soon as possible in case a further fault develops and makes it
difficult to trace the insulation breakdowns. When fitted, earth fault insulation lamps or meters
are to be checked daily; earty leakage trips to be in use at all times, correct size fuses to be used in
earth return systems.
11.7.5 Emergency Power Supplies
1. An emergency electrical power system must be maintained on board so that in the event
of an emergency involving total power failure, a supply will still be available for
emergency lighting, alarms, communications and other services necessary to maintain
safety.
2. The emergency power source will be a generator, batteries or both.
3. Emergency generators should be regularly checked and run up to speed for short test
runs. However, only a proper load test will prove the performance of the generator and its
prime mover, together with the circuit breaker operation.
4. Battery installations should be well ventilated, clean and dry. Batteries generate hydrogen
gas during charging so smoking and naked flames must be prohibited in the vicinity of
batteries.
5. Battery maintenance includes keeping the cell tops clean and dry, checking the tightness
of terminal nuts and applying a smear of petroleum jelly to such connections to prevent
corrosion. Be careful when handling electrolyte - protective rubber gloves and eye
goggles should be worn.
7. Beware of short - circuiting across terminals with spanners as this will cause a flash and
probably seriously damage the cell.
Issue No: 1
Issued By: D. P. A.
Page: 12 of 16
11.7.6 Electrical Equipment In Hazardous Areas
1. On tankers, areas are designated as either "dangerous" spaces or "normally safe" spaces.
(A dangerous space is an area where flammable gas-air mixtures would normally be
expected to be present).
2. Electrical equipment and cables are only located in dangerous spaces when absolutely
necessary and are then designed with built-in protection which must be carefully
maintained. Maintenance of such apparatus must not, in any way, cause its operation to
be less safe than its original certified state. Refitting with wrong size lamps, failing to
employ the correct number of bolts etc is absolutely forbidden.
3. The inspection and maintenance of flameproof (Ex "d") enclosures - the most common
form of hazardous equipment - for lurninaires, switches, junction boxes, push-buttons etc
requires meticulous care. The following points must be noted:-
i. Corrosion reduces enclosure strength. Remove dirt. loose paint and surface
corrosion with a wire brush and repaint;
ii There should be no missing bolts. (This would invalidate the certificate).
Replacement bolts must be of equivalent strength - usually high tensile steel -
and must not be over tightened as this can distort flame paths, cause excessive
stress on lamp glasses or distort gaskets to allow the ingress of liquids and dust.
Use silicon grease (non-setting) on bolts and gaskets;
iii Mountings should be secure;
iv Flamepaths should be examined for signs of corrosion, pitting or scratching;
v Examine the cement around lamp glass assemblies, inside and outside. If Eroded,
softened or damaged, advice should be sought from the Superintendents. Inspect
lamp glasses for cracking.
4. Apparatus should not be opened up in a danger area until it has been made dead and
effective measures have been taken to prevent its inadvertently being made live again.
Where it is essential for the purpose of testing to restore the supply before the apparatus
is re-assembled, gas tests should be made before and during the testing using a suitable
gas detector. All electrical test equipment and communication equipment used in
hazardous areas should be Intrinsically Safe (marked Ex "I")
11.7.7 Mugger test of all electrical equipment shall be carried out on quarterly, at 31st March, 30th
June,30th September and 31st December and records shall be sent to Tech. Superintendent
using form "Inspection and Insulation Record of Generators and Electrical Motors SMS/FORM-
42-R0".
11.8 Deck Machinery
11.8.1 General
The deck department and Chief Engineer must co-operate to ensure that all deck equipment and
machinery are correctly operated and maintained. The Chief Officer will inspect and check the
operation of all deck machinery at regular intervals. He willLiase with the Chief Engineer to
arrange for any repairs to be carried out.
Issue No: 1
Issued By: D. P. A.
Page: 13 of 16
Maintenance shall be carried out as per Planned Maintenance Schedule & Record - Deck
(SMS/FORM-45-R0) and update the records accordingly.
The Master shall ensure that the following reports are sent to Technical Superintendent on
monthly basis using company forms:
a. Planned maintenance schedule & Record - Deck (SMS/FORM-45-R0)

b. Maintenance/Repair carried out (SMS/FORM-34-R0)
c. Special /Continuous survey of Hull/Machinery report (SMS/FORM-47-R0)
One copy of all reports shall be retained on board for record.
11.8.2 Hydraulic System
1. Tank level should be monitored and any excessive consumption investigated. Checks for
water and tanks should be topped up with clean oil as per planned maintenance schedule.
2. The main problem with hydraulic systems is contamination due to foreign matter. Tanks
should be cleaned out as necessary. Viscosity is closely related to the efficiency of the
operation and should be checked regularly. If the unit is allowed to run at high
temperatures, degradation of the oil and seal is likely.
3. Heaters should be maintained in good working order.
4. Air bleed points should be kept clean and free of paint. Engineers must be aware of the
danger of bleeding air out of the hydraulic systems due to the high operating pressures
involved.
5. Coolers must be cleaned at first available opportunity after high hydraulic oil temperature
is detected.
6. Gear oil must be checked and replenished when necessary.
7. Deck crane pumps must be run at least 15 minutes prior operation in cold weather. The
Chief Officer must ensure the same.
11.8.3 Pneumatic systems
1. Water must be drained from the system before connecting airlines to the equipment.
Water traps should also be drained and checked for effectiveness. Lubricators should be
used where fitted.
2. Unnecessary running of compressors should be avoided by not washing air, shutting
valves after use and repairing any leaks.
3. All portable equipment air lines and fittings should be carefully cleaned and restored after
use.
Issue No: 1
Issued By: D. P. A.
Page: 14 of 16
11.8.4 Electrical systems
1. Deck equipment should be covered and made watertight when not in use.
2. Space heaters should be used if fitted or if available.
3. Space should be allowed around motors for cooling air.

4. Cable insulation should be checked for damage. Cable gland entries should always be
correctly fitted. Cable trays should be intact with cables safely clipped in place and no
strain on the cables.
5. Special attention should be given to explosion protected equipment, such as flame proof
(Ex"d") and intrinsically safe (Ex"i") equipment to ensure that it is kept in first class
state of repair.
11.8.5 Mooring winch and windlass
1. All wheels, shackles and moving parts such as dog clutches should be kept well greased
and free to turn.
2. In cold climates the pumps should be run some time before the winch or windlass to
warm the oil.
3. Dampers should well be greased and free to move. Fan emergency stops as well as
dampers should be tested as per planned maintenance schedule.
4. Maintenance shall be carried out as per Planned Maintenance Schedule.
11.8.6 Deck Pipe-work
1. Deck pipe-work is liable to mechanical damage and corrosion and therefore, regular
maintenance is essential. Concealed pipe-work in spaces not often frequented must not be
omitted from inspection routine.
2. General checking of pipelines should take place during normal operations i.e., ballasting
bunkering, cargo work, using pneumatic, cooling water and hydraulic systems and using
the fireman. Also inspect the control valves, gauges, relief valves etc.
2. Pipe clamps and supports should be checked to ensure they are secure and therefore able
to withstand vibration and shock loading.
4. Expansion joints and bellows pieces should be checked for sign of deterioration.
5. Lagging should be kept intact. Apart from allowing heat to escape or cold to penetrate,
seawater penetration can lead to rapid corrosion.
Issue No: 1
Issued By: D. P. A.
Page: 15 of 16
11.8.7 Lifeboats
1. The engines should be run weekly and any defects repaired. Where fitted, steering
mechanism should also be proved. The correct type of fuel and grade of lubricating oil
must be used to enable the engine to be run whatever the ambient temperature. Davits and
winches should be well maintained according to the manufacturer's instructions and
tested at fire and boat drills.
2. Davit winches should be overhauled as necessary and an entry made in the
Maintenance /Repair carried out form SMS/FORM-34-R0
3. Associated wire ropes should be greased as per planned maintenance schedule.
4. Davit limit switches must be tested in every hoisting operation of the life boat.
11.8.8 Accommodation Ladder
Accommodation ladders, gangway and associated nets and equipment should be well maintained
and kept in a good state of repair.
11.8.9 Operational Check
1. The machinery and equipment should be maintained with correct grades of oil and
grease. All sumps should be checked for correct level of oil and ingress of water. If
possible winches, cranes and other lifting gears should be tested before use. Signs of
weather damage to limit switches and control devices should be investigated.
2. When running lubricating oil levels should be monitored and overheating, smoke,
vibration, unusual noises or other abnormalities investigated. Any loss of performance
should be reported to the Chief Engineer. Control lever should operate smoothly.
3. After a piece of equipment of machinery has been used, covers should be replaced,
electrical supplies isolated, hooks stowed, cooling shut off, wires and ropes coiled.
11.8.10 Routine Maintenance
1. All routine maintenance should be carried out as per planned maintenance schedule. The
Chief Engineer, with co-operation of the Chief Officer, is responsible for ensuring such
maintenance is carried out.
2. In general, machinery and equipment should be kept clean, free of rust and well painted. .
Ideally, greasing should take place whilst the machine is running. Also, grease acts as a
sealer so it is important that machinery out of use for any length of time is greased
regularly to prevent corrosion by ingress of water.
3. Oils should be changed as per planned maintenance schedule and also after a break down
or excessive wear of components. Flush through with new oil before filling again. Bear in
mind the likelihood of deterioration of oil through seawater ingress.
Issue No: 2
Issued By: D. P. A.
Page: 16 of 16
11.9 Bridge Equipment
Maintenance shall be carried out as per "Planned Maintenance Schedule & Record-Deck". The
inspection and work done report shall be sent to Tech. Superintendent using form
"Maintenance /Repair carried out form (SMS/FORM-34-R0)" on a monthly basisand updated
record in the Planned Maintenance Schedule & Record. The 2nd officer shall be responsible for
the maintenance of Bridge equipment including GMDSS equipment.
11.10 L.S.A. & F.F.A Equipment
Maintenance shall be carried out as per "Planned Maintenance Schedule & Record-Deck". The
inspection and work done report shall be sent to Tech. Superintendent using form Maintenance
/Repair carried out form (SMS/FORM-34-R0) and updated record in the Planned Maintenance
Schedule & Record.
11.11 Stowage
Al portable and movable equipment should be stowed in a clean, dry space such as the forecastle
store and made secure.

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FLEET INSTRUCTION

BRAVE ROYAL SHIP

<NO PART OF THIS MANUAL MAY BE REPRODUCED IN ANY

Issue Section Index

10 - List of Forms, Checklist, Manuals & Document Control

6a SAFETY MANAGEMENT MANUAL 01 18-07-2010 MASTER- MAA SALEHA BEGUM

12a COMPANY PROCEDURE MANUAL 01 18-07-2010 MASTER – JAHAN

19b FLEET INSTRUCTIONS MANUAL 01 18-07-2010 C/E-SARWAR JAHAN

11a COMPANY FORMS 01 18-07-2010 MASTER – JAHAN SISTERS

18b COMPANY CHECKLIST 01 18-07-2010 C/E-SHAHRIAR JAHAN

4. LIST OF SHIPBOARD AND COMPANY CHECKLISTS FOR LAMINATION

Doc. No. Title

BRSML/CKL-03-R0 PREPARATION FOR SEA - BRIDGE CHECK LIST

RESPONSIBILITY: The DPA is responsible for the content of this manual.

0.0 Revision List

Section Page Revision Date of Amendment summery Signature

1.2 Designated Person Ashore

1) Ensures that Fleet Instructions (Documentation) are kept up to date;

1.3 Knowledge of SMS Manuals

1.4 Familiarisation of New Crew Members

1. On appointment to command, delegates the responsibilities of everyday management and

a. calling the Master;

12. The Master shall ensure that:

20. The Master shall ensure that:

BRAVE ROYAL SHIP MANAGEMENT (BD) LIMITED.

2.2 Chief Officer

The Chief Officer shall:

13. Be responsible for cargo and ballasting operations.

BRAVE ROYAL SHIP MANAGEMENT (BD) LIMITED.

2.3 Safety Officer

5. Running ship induction/familiarisation course for new sea staff.

2.4 Second Officer

2nd officer shall:

6. Be responsible for maintenance of all bridge equipment and record keeping.

10. Be responsible for maintenance and up keeping of all bridge stationary.

2.5 Third Officer

The 3rd Officer shall:

BRAVE ROYAL SHIP MANAGEMENT (BD) LIMITED.

2.6 Deck Cadet

The Deck Cadet shall:

4. attend and station at forecastle during arrival and departure manoeuvring

6. attend and assign to bell book entries, during manoeuvring.

BRAVE ROYAL SHIP MANAGEMENT (BD) LIMITED.

2.7 GMDSS OFFICER (OPTIONAL POSITION)

All deck officers should be qualified as a GMDSS communication officer

2.8 Chief Engineer

The Chief Engineer is responsible for:

8. Maintenance records of all routine and un-scheduled maintenance in accordance with

BRAVE ROYAL SHIP MANAGEMENT (BD) LIMITED.

BRAVE ROYAL SHIP MANAGEMENT (BD) LIMITED.

BRAVE ROYAL SHIP MANAGEMENT (BD) LIMITED.

The Third Engineer shall:

7. Be of general assistance and help to Second Engineer as required by him.

2.11 Fourth Engineer

The Fourth Engineer shall:

BRAVE ROYAL SHIP MANAGEMENT (BD) LIMITED.

2.12 Junior/Cadet Engineer

The Junior/Cadet Engineer shall:

6. Carry out any duties allotted to him by senior engineer.

8. Attend and assign to bell book entries, during manoeuvring.